1347-62200(1)-0

          

           
         
   
MITSUI ENGINEERING & SHIPBUILDING CO.,LTD. 100-1

INDEX

VOL.1: OPERATION AND DATA

100.00 INDEX

701 SAFETY PRECAUTIONS AND ENGINE DATA

LABEL OF SAFETY PRECAUTUIN

PRECAUTUIN ITEMS

702 CHECKS DURING STANDSTILL PERIODS

GENERAL

REGULAR CHECKS AT ENGINE STANDSTILL DURING NORMAL SERVICE

CHECKS AT ENGINE STANDSTILL DURING REPAIRS

CHECKS AT ENGINE STANDSTILL AFTER REPAIRS

703 STARTING, MANOEUVRING AND RUNNING

STARTING-UP, MANOEUVRING AND ARRIVAL IN PORT

ENGINE CONTROL SYSTEM

MOP DESCRIPTION

ALARM HANDLING ON THE MOP

ENGINE OPERATION

AUXILIARIES

MAITENANCE

ADMIN

PLATES

APPENDIX

704 SPECIAL RUNNING CONDITIONS

FIRE IN SCAVENGE AIR BOX

IGNITION IN CRANKCASE

TURBOCHARGER SURGING
100-2 MITSUI ENGINEERING & SHIPBUILDING CO.,LTD.

INDEX
(CONTINUE)

RUNNING WITH CYLINDERS OR TURBOCHARGERS OUT OF OPERATION

RUNNING WITH CRACKED CYLINDER COVER STUDS/STAYBOLTS

PLATES

APPENDIX

705 FUEL AND TREATMENT

FUEL OIL SPECIFICATION

FUEL OIL SYSTEM

FUEL OIL TREATMENT

PLATES

706 PERFORMANCE EVALUATION & GENERAL OPERATION

OBSERVATION DURING OPERATION

EVALUATION OF RECORDS

CLEANING OF TURBOCHARGERS AND AIR COOLERS

APPENDI X 1 MEASURING INSTRUMENTS

APPENDI X 2 INDICATION DIAGRAM PRESSURE MEASUREMENTS

AND POWER CALCULATION

APPENDI X 3 CORRECTION OF PERFORMANCE PARAMETERS

APPENDI X 4 TURBOCHARGER EFFIENCY

PLATES

CLEANING PROCEDURE FOR TURBOCHARGER

TURBOCHARGER CLEANING WITH WATER

CLEANING OF AIR COOLER

707 CYLINDER CONDITION

CYLINDER CONDITION

CYLINDER LUBRICATION

INSPECTION OF EXHAUST VALVE SPINDLE

MITSUI ENGINEERING & SHIPBUILDING CO.,LTD. 100-3

INDEX
(CONTINUE)

PLATES

708 BEARINGS AND CIRCULATING OIL

BEARINGS

ALIGNMENT OF MAIN BEARINGS

CIRCULATING OIL AND OIL SYSTEM

MAINTENANCE OF THE CIRCULATING OIL

TURBOCHARGER LUBRICATION

PLATES

709 WATER COOLING SYSTEMS

WATER COOLING SYSTEM

COOLING WATER TREATMENT

PLATES

710 DATA

710.1 ENGINE DATA IN SERVICE

710.2 TEST RESULT OF SHOP TRIAL

710.3 INSTRUCTION MANUAL FOR ADJUSTMENT & MEASUREMENT

3(A) LIST OF PRINCIPAL ITEMS

MAIN ENGINE

LOAD DIAGRAM

PRINCIPAL ITEM OF ACCESSORIES

3(B) STANDARD DIMENSION CLEARANCE & MEASUREMENT

BEARING

EXHAUST VALVE

FUEL VALVE

PISTON
100-4 MITSUI ENGINEERING & SHIPBUILDING CO.,LTD.

INDEX
(CONTINUE)

HIGH PRESSURE PIPE

PISTON & PISTON ROD STUFFING BOX

CYLINDER LINER

CHAIN & CHAIN WHEEL

TURBOCHARGER

3(C) MANUAL FOR TIMING ADJUSTMENT

CYLINDER LUBRICATOR

3(D) MANUAL FOR TIGHTENING-IP MAIN PARTS

TIGHTENING TABLE

MAIN BEARING & STARTING VALVE TIGHTENING METHOD

CYLINDER COVER TIGHTENING

3(E) WEIGHT LIST FOR MAIN PARTS

CYLINDER COVER & EXHAUST VALVE

PISTON & CROSSHEAD

CYLINDER LINER & CONNECTING ROD

CRANK PIN

OTHER PARTS

3(F) OPERATION & CONTROL

GOVERNOR

ENGINE PROTECTING DEVICE

PRESSURE & TEMPERATURE

EMERGENCY RUNNING

TURBOCHARGER CLEANING

710.4 INSPECTION RESULT FOR MAIN PARTS BEFORE

AND AFTER SHOP TRIAL

710.5 SPRAY SHELDING OF FLAMMABLE OIL

MITSUI ENGINEERING & SHIPBUILDING CO.,LTD. 100-3

INDEX
(CONTINUE)

710.6 SUPPLIER'S MATERIAL DECLARATION -ASBESTOS-

 700-01

INSTRUCTION BOOK

VOLUME 1: OPERATION AND DATA

As a consequence of the continuous development of MITSUI-MAN B&W

diesel engines, this instruction book has been made to apply generally to all
the ME-C engine types.

This book is subject to copyright protection. The book must not, either
wholly or partly, be copied, reproduced, made public, or in any other way
made available to a third party, without the written consent to this effect
from MITSUI ENGINEERING AND SHIPBUILDING CO., LTD.

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

MACHINERY & SYSTEM HEADQUARTERS
Head Office, Diesel Engine Sales Department
6-4, Tsukiji 5-chome, Chuo-ku, Tokyo 104-8439, Japan
Tel. +81 (3) 3544 3475 Fax. +81 (3) 3544 3055

Tamano Works, Machinery Factory

1-1, Tama 3-chome, Tamano, Okayama 706-8654, Japan
Business Co-ordination department, Diesel Business group
Tel. +81 (863) 23 2500 Fax. +81 (863) 23 2770
Diesel Design department
Tel. +81 (863) 23 2530 Fax. +81 (863) 23 2769
 700-02

1. This book forms part of following volume set:

Volume 1 OPERATION AND DATA (this book)

Volume 2 MAINTENANCE
Volume 3 COMPONENTS DESCRIPTION (CODE BOOK)
Volume 4 COMPONENTS DESCRIPTION (ACCESSORIES)
Volume 5 MANOEUVRING SYSTEM

2. The purpose of this instruction book is to describe the operation, and checking,
and design features, of the engines.
Before operating, checking of the engine, read this book and master correct
operation, which result in good engine condition and performance,

Do not operate illegally to specified in this instruction book nor use differently
from engine purpose / contracted specification, or which will involve serious
injury or damage of the engine.

3. Where the item marked symbol ( , , ) precaution should be taken

especially.

4. The descriptions given in this book refer to standard systems.

Since each individual engine plant is built according to a “contract specification”,
deviations may be found in a specific plant.
 700-03

5. In order to ensure the most efficient, economic, and up-to-date operation of our
engines, we send out “Service Letters” containing first-hand information
regarding accumulated service experience.
Such Service Letters can either deal with specific engine types, or contain
general instructions and recommendations for all our engine types, and are used
as a guide when we prepare up-dated editions of our future instruction books.
We would, therefore, like to draw your attention to the fact that new Service
Letters could be of great importance to the operation of the engine, and we
recommend that the engine staff file them in the relevant chapters of the present
instruction book.

6. When ordering parts or inquiring of engine operation, following data should be

included.
MITSUI’s regular parts should be used in case of exchanging.

1: Name of vessel
2: Engine No.
3: Page or plate number
4: Reg. Number
 700-04

Contents

Safety Precautions Chapter 701

Checks During Standstill Periods Chapter 702

Starting, Manoeuvring and Running Chapter 703

Special Running Conditions Chapter 704

Fuel and Fuel Treatment Chapter 705

Performance Evaluation and General Operation Chapter 706

Cylinder Condition Chapter 707

Bearings and Circulating Oil Chapter 708

Water Cooling Systems Chapter 709

     

    

    

   

    

     

  

    

   

 
 701-01

Chapter 701
Safety Precautions

Contents Page

Label of Safety Precaution

1. Safety Sign, Signal Word 701-02
2. Symbols for Safety Marks 701-02

Precaution Items
1. Items regarding “Warning” 701-03
2. Items regarding “Caution” 701-04
3. Items regarding “Notice” 701-06
4. Safety equipment 701-07
 701-02

Label of Safety Precaution

The following symbol marks are used in this instruction book and for the safety
precaution labels of engine.

1. Safety Sign, Signal Word

“DANGER” It shows an imminent danger that no avoidance causes death and

serious injury.
It is not applied for items regarding damage of machinery.

“WARNING” It shows that no avoidance may cause death and serious injury.
It is not applied for items regarding damage of machinery.

“CAUTION” It shows that no avoidance may cause slight injury, or damage of

machinery.
It is applied mainly for items regarding dealing.

“NOTICE” It shows our guidance items to avoid injury or damage of machinery.

It is not applied for items regarding operation procedure.

2. Symbols for Safety Marks

a) Caution mark b) Prohibition mark

General caution General prohibition

Inflammable Fire No smoking

Explosive Explosion Naked flames prohibited

Corrosive Corrosion No touching

Poisonous Poisoning c) Duty mark

Electric Electric shock Wear eye protector ••• Protective glasses etc.

High temp. Skin burn Wear head protector ••• Helmet etc.

Movable part Rolled in Wear hearing protector ••• Earplugs etc.

Sharp edge cut Wear hand protector ••• Gloves etc.

High press. fluid External injury Wear foot protector ••• Safety shoes etc.

Slipping d) The others

Falling Refer to separate paper

 701-03

Precautions Items

The engines have essentially high temperature / pressure oil or water, heated parts,
furthermore moving parts, which may cause injury.
Correct operation is important points for obtaining optimum safety in the engine room.

1. Items regarding “Warning”

Touching body or the other part to moving part may cause serious injury.
To avoid catching:

1) Do not touch the moving (rotating) parts (turning wheel, couplings, etc.)
during the engine running.
2) Before checking during standstill period, ensure that turning is engaged, even
at the quay, as the wake from other ship may turn the propeller and thus
engine. Check beforehand that the staring air supply to the engine and
starting air distributor is shut off.
3) When turning or starting is carried out, prepare for stopping it in any case.

During running and immediately before staring the engine, high temperature /
pressure lube oil or water flow in the pipings.

1) Keep clear of the line of ejection when opening the cocks, as hot liquids or
gases may be caused discharge.
2) During the engine running, ensure that there is no leakage from pipings.
If leakage is found, a countermeasure should be considered.
Especially, leakage from oil system may cause serious fire.
3) Check that there is no leakage from pipe connection, after reassembling.

Do not open the crankcase until the engine cooled down sufficiently, at least 10
minutes, after stopping the engine.
In case the engine is overheated, mixing oil mist with fresh air will involve the risk of
explosions.

1) In case of oil mist alarm, do not open the crankcase until at least 30 minutes
after stopping engine.
See Chapter 704, “Ignition in Crankcase”.
2) Do not weld or use naked flames in the engine room until it has been
ascertained that no explosive gases, vapour or liquids are present.

Keep clear of space below crane operating.

The engine room floor plate should be kept clean to avoid slip.
 701-04

2. Items regarding “Caution”

During running and immediately after stopping the engine, the engine parts,
especially around that exhaust pipe, indicator valve, turbocharger, cylinder cover,
are very hot.

1) Do not touch such hot engine parts with bare hand or skin.
2) Wear the protective glove when measuring and/or checking.

Use gloves when removing O-rings and other rubber / plastic-based sealing
material which have been subjected to abnormally high temperatures.

If VITON O-ring, seal ring etc. has been exposed to temperatures in excess of
316 °C, the VITON material decomposes.
Decomposed VITON material is easily recognised by its sticky, black and charred
appearance. Small quantities of Hydrofluoric acid can be released from
decomposed VITON material.
Hydrofluoric is extremely corrosive, highly dangerous and very difficult to remove
from the skin.

These materials may have a caustic effect when being touched directly.
– Use heavy duty gloves made of neoprene or PVC.
– Used gloves must be discarded.

Items contaminated with hydrofluoric acid can be de-contaminated by washing them

in lime water (calcium hydroxide solution).

First aid measures: In the event of skin contact.

1) Rinse with plenty of water
2) Remove all contaminated clothing
3) Consult a doctor
4) Dispose of all material and gloves in accordance with laws and regulations.

The dismantling of parts may cause the release of springs.

If the engine has been stopped for more than 30 minutes, turning or slow-turning
should always be effected, just starting in order to safeguard free rotation of the
engine.
See “STARTING-UP, MANEUVERING, CRASH-STOP, AND ARRIVAL IN
PORT”, Chapter 703.

Before engaging the turning gear, check that the staring air supply is shut off, and
that the indicator cocks are open.
When the turning gear is engaged, check that the indicator lamp “TURNING GEAR
ENGAGED IN” has lit on.
 701-05

Whenever repairs or alterations have been made to moving parts, bearing, etc.,
apply the “Feel over sequence” until satisfied that there is no undue heating (friction,
oil-mist formation, blow-by, failure of cooling water or lubricating oil system, etc.).
See “CHECKS DURING STARING AND RUNNING”, Chapter 703.

If there is a risk of freezing, then all engines, pumps, coolers, and pipe systems
should be emptied of cooling water.
 701-06

3. Items regarding “Notice”

Large spare parts should, as far as possible, be placed near the area of application,
well secures, and accessible by crane.
All spares should be protected against corrosion and mechanical damage.
The stock should be checked at intervals and replacement in good time.

If there is a risk of grit or sand blowing into the engine room, when the ship is in port,
the ventilation should be stopped and ventilating duct, skylights and engine room
doors closed.

Welding, or other work which causes spreading of grit and/or swarf, must not be
carried out near the engine room unless it is closed or protected, and the
turbocharger air intake filters covers.

The exterior of the engine should be kept clean, and the paint work maintained, so
that leakage can be easily detected.
 701-07

4. Safety equipment

The following personal safety gear should be used, in order to perform operation
and maintenance in a safe and correct way.

1.
1. • Protective glasses.
• Helmet etc.
• Earplug etc.
• Gloves etc.
• Safety shoes etc.
• Fall arrestor equipment.

Helmet, Earplug, Gloves and Safety shoes

should be used when there is a risk of falling
objects, loud noises, sharp edges or oily
surfaces.

Use protective glasses when working with

compressed air, hydraulics, grinders and
when there is a risk of getting foreign objects
in the eyes.

2. The fall protection equipment should be 2.

used, when working in places on the engine
where there is a risk of falling or slipping.

Using the fall protection equipment is

especially needed when mounting eyebolts
and hanging tackles inside the crankcase
and chain casing/HPS gear.
     

    

    

   

    

     

  

    

   

 
 702-01

Chapter 702
Checks During Standstill Periods

Contents Page

1. General 702-02

2. Regular Checks at Engine Standstill during Normal Service

Check 2.1 Oil Flow 702-03
Check 2.2 Oil Pan, and Bearing Clearances 702-03
Check 2.3 Filters 702-04
Check 2.4 Scavenge Port Inspection 702-04
Check 2.5 Exhaust Receiver 702-04
Check 2.6 Crankshaft 702-04
Check 2.7 Circulating Oil Samples 702-04
Check 2.8 Turbochargers 702-05
Check 2.9 Regular Tests of the Engine Control System 702-05

3. Checks at Engine Standstill during Repairs

Check 3.1 Bolts, Studs and Nuts 702-08
Check 3.2 HPS Chain Casing 702-08
Check 3.3 Leakages and Drains 702-08
Check 3.4 Pneumatic Valves in Control Air System 702-08
Check 3.5 Bottom Tank 702-08

4. Checks at Engine Standstill after Repairs

Check 4.1 Flushing 702-09
Check 4.2 Piston Rods 702-09
Check 4.3 Turning 702-09
Check 4.4 Turbochargers 702-09
Check 4.5 Cylinder Lubricators 702-09
Check 4.6 Air Coolers 702-10
 702-02

1. General

The present chapter describes how to check up on the condition of the

engine while it is standstill.

To keep the engine-room staff well informed regarding the operational

condition, we recommend recording the results of the inspections in writing.

The checks mentioned below follow a sequence which is suited to a

forthcoming period of major repairs.

Checks 2.1–2.9
should be made regularly at engine standstill during normal service.
Checks 2.1 to 2.8 should be coordinated and evaluated together with
the measurements described in Chapter 706.

Checks 3.1–3.5
should be made at engine standstill during the repairs.

Checks 4.1–4.6
should be made at engine standstill after the repairs.

If repair or alignment of bearings, crankshaft or pistons has been carried out,

repeat checks 2.1, 2.2 and 2.6.

Checks to be made just before starting the engine are mentioned in Chapter
703.

During the lay-up period, and also when preparing the engine for a long time
out at service, we recommend that our special instructions for preservation of
the main engine are followed.
 702-03

2. Regular Checks at Engine Standstill during Normal Service

The work should be adapted to the sailing schedule of the ship, such that it
can be carried out at suitable intervals, for instance, as suggested in the
instruction book “MAINTENANCE”, Item 900-1, “Checking and Maintenance
Schedule”.

The maintenance intervals stated therein are normal for sound machinery:
• Suitable maintenance schedule for the engine concerned should be
determined in consideration of the fuel specifications, the operating
conditions and the actual service results.
• If a period of operational disturbances occurs, or if the condition is
unknown due to repairs or alterations, the relevant inspections should be
repeated more frequently, until the engine condition returns to normal.

Based upon the results of Checks 2.1–2.8, combined with performance

observations, it is determined if extra maintenance work (other than that
scheduled) is necessary.

Check 2.1: Oil Flow

While the circulating oil pump is still running and the oil is warm, open up the
crankcase and check that the oil is flowing freely from all crosshead, crankpin
and main bearings.

The oil jets from the axial oil grooves in the crosshead bearing lower shells
should be of uniform thickness and direction.
Deviations may be a sign of “squeezed white-metal” or clogged-up grooves,
see also Chapter 708, Item 7.1.

Check also that oil is flowing freely from bearings, spray pipes and spray
nozzles in the HPS chain drive.
By means of the sight glasses at the piston cooling oil outlets, check that the
oil is passing through the pistons.
Check also the thrust bearing lubrication.

After a major overhaul of pistons, bearings, etc., this check should be

repeated before starting the engine.

Check 2.2: Oil Pan, and Bearing Clearances

After stopping the circulating oil pump, check the bottom of the oil pan for
fragments of bearing metal.
If possible, carry out this check for every anchorage.

If such fragments are found, judge which metal is damaged by observing the
appearance and each bearing clearance and repair it.

Check crosshead, crankpin, main bearing and thrust bearing clearances with
measuring tool, and note down the values, as described in Chapter 708, Item
7.12
Refer to Chapter 708, “Bearings”, Item 7.1 for further information.
 702-04

Check 2.3: Filters

Open up all filters, (also automatic filters), to check that the wire gauze and/or
other filtering material is intact, and that no foreign bodies are found, which
could indicate a failure elsewhere.

If the sludge checker, which can be examined during operation, is mounted in

back-washing line for lube oil secondary filter, check that no foreign bodies
are found for every week.
If any foreign bodies are discovered, find where it came from and take
measures appropriately.

Check 2.4: Scavenge Port Inspection

WARNING

Do not insert your hand into the scavenge air port.

When turning is carried out, bring the remote switch for turning gear to the
scavenge air receiver and prepare to be able to stop it in any case.

Inspect the condition of the piston rings, cylinder liners, pistons, and piston
rods, as detailed in Chapter 707, “Cylinder Condition”, Item 3.
Note down the conditions as described in Chapter 707, “Cylinder Condition”,
Item 3.2.

During this inspection, circulate the cooling water and cooling oil through the
engine so that leakages, if any, can be discovered.

Remove any coke and sludge from the scavenge air ports and boxes.

In case of prolonged port calls or similar, follow the precautions mentioned in

Check 4.2.

Check 2.5: Exhaust Receiver

Open up the exhaust receiver and inspect for deposits and/or any metal
fragments, which could indicate a failure elsewhere.
Examine also the gas grid to make sure that it is clean and not undamaged.

Check 2.6: Crankshaft

Take deflection measurements as described in Chapter 708, “Alignment of

main bearings”.

Check 2.7: Circulating Oil Samples

Take an oil sample and send it to a laboratory for analysis and comments.
See Chapter 708, “Maintenance of the circulating oil”.
 702-05

Check 2.8: Turbochargers

Open the three-way valve under the gas outlet casing to turbocharger
cleaning position with water.
This prevents the possible accumulation of rain water, which could cause
corrosion in the gas ducts, and partial wash-off of soot deposits, which again
may result in unbalance of the turbocharger rotor.

Remove the gas inlet pipe on the turbine side of the chargers, and check for
deposits on the turbine wheel and nozzle ring.

See Check 4.4 regarding precautions to avoid turbocharger bearing damage

during engine standstill.

Check 2.9: Regular Tests of the Engine Control System

Most failures will be indicated by alarms or malfunction during daily use

(malfunction which will not prevent continuous safe operation).
However the following tests listed below have to be carried out regularly in
service, to secure proper operation and keeping the redundancy.

The tests are:

1. LOP lamp test
2. Test of the pilot valves to the main start valve
3. Function test of cylinder start valves
4. Electrically driven start up pumps
5. HCU safety by-pass
6. Test of shut down signals to all MPC units
7. Cylinder lubricator level sensor slow down function
(For plant with level sensor, flow sensor is tested automatically)
8. Leakage test of the hydraulic system
9. Leakage test of pipes and alarm function (Hydraulic oil system)
10. Visual inspection of the inside of the electronic boxes and check of the
tightening torque of the terminals.

See the following table.

 702-06

Test When Preconditions and initial state Action Expected result

1 Weekly Engine stopped Press the lamp test bottom and confirm
that the light is on in all lamps (after some
time).
2 After Engine stopped Activate the pilot valves one by one via
arrival Permission from the bridge the MOP: Maintenance System View
in Port before FWE I/O Test CCU-X Change the MPC
Mode to Test Mode Wait until the
screen has changed to Test Mode Ch.
50. By toggle the input to the pilot valve
on this screen, is it possible to hear the
solenoid valve moving. When the test is
completed the MPC Mode must be set
back to Normal Mode. See Chapter 703,
“Maintenance”, Item 1.2 and the
instruction book “MANOEUVRING
SYSTEM”.
This test is to be made together with the
3 After Engine stopped Make a manual Slow Turn and Air run,
arrival Permission from the bridge both more than one revolution.
in Port before FWE Confirm by visual inspection that the
rotation has the same regularity during
the full revolution.
4 Monthly Change master pump via the MOP:
Auxiliaries Hydraulic System.

5 Every 6 Engine stopped Open manual connection valve 316

month MOP Access level = Chief (P1-P2)
HPS Mode = Manual Open Pump Bypass from ACU1, from the Pressure drops
Electrically driven start-up MOP: Auxiliaries Hydraulic System. towards zero
pumps = running Close Pump Bypass from ACU1 Pressure increases
to 23.0 MPa (230
bar)
Open Pump Bypass from ACU3 Pressure drops
towards zero
Close Pump Bypass from ACU3 Pressure increases
to 23.0 MPa (230
bar)
Close the Valve 316 after the test is
completed.
6 Every 6 Engine stopped Activate emergency stop, check that both
month ECU A, ECU B and all CCUs gives alarm
for shut down from the MOP: Alarms
Alarm List.
 702-07

Test When Preconditions and initial state Action Expected result

7 Every 6 Engine stopped Close the manual valve for lube oil supply Cylinder lube oil
month on all cylinders and activate (from the alarm for all
MOP: Auxiliaries Cylinder Lubrication) cylinders.
the Lubricator Test Sequence for all Slow Down request
cylinders. activated.
NOTE: Lubricator Test Sequence must be
all Off when checked.
8 Every 6 See the instruction book
month “MAINTENANCE”, Item 106-22 and
906-22
9 Every 6 See the instruction book
month “MAINTENANCE”, Item 106-22 and
906-22
10 Engine stopped (See Chapter 701, “Precaution Items”.)
 702-08

3. Checks at Engine Standstill during Repairs

Check 3.1: Bolts, Studs and Nuts

Check all bolts, studs and nuts in the crankcase and HPS chain casing to
make sure that they have not worked loose.

The same applies to the holding-down bolts in the bedplate.

Check that side and end chocks are properly positioned, see also the
instruction book “MAINTENANCE”, Chapter 912.
Check all locking devices.

Check 3.2: HPS Chain Casing

Inspect the chains, tightener, wheels, bearings and rubber-bonded guide bars,
and chain tightening condition.
See also the instruction book “MAINTENANCE”, Chapter 906.

Check 3.3: Leakages and Drains

Remedy any water or oil leakages.

Clean drain and vent pipes of possible blockages by blowing-through.

Check 3.4: Pneumatic Valves in the Control Air System

Clean the filters.

Check 3.5: Bottom Tank

If not done within the previous year, pump the oil out of the bottom tank and
remove the sludge.

After brushing the tank ceiling (to remove rust and scale), clean the tank and
the coat the ceiling with clean oil.
 702-09

4. Checks at Engine Standstill after Repairs

If repair or alignment of bearings, crankshaft or pistons has been carried out,

repeat Checks 2.1, 2.2 and 2.6.

Check 4.1: Flushing

If during repairs (involving opening-up of the engine or circulating oil system)

sand or other impurities could have entered the engine, flush the oil system
while by-passing the bearings, as described in Chapter 708.

Continue the flushing until all dirt is removed.

Check 4.2: Piston Rods

If the engine is to be out of service for a prolonged period, or under adverse

temperature and moisture conditions, coat the piston rods with clean oil, and
turn the engine while the circulating oil pump is running.

Repeat this procedure regularly in order to prevent corrosion attack on piston

rods and crankcase surfaces.

Check 4.3: Turning

After restoring normal oil circulation, check the movability of the engine by
turning it one or more revolutions using the turning gear.
Lubricate the gear contact faces by grease at proper interval.

Before leading oil to the exhaust valve actuator, check that air supply is
connected to the pneumatic pistons of the exhaust valves, and that the
exhaust valves are closed.
See also Chapter 703.

Check 4.4: Turbochargers

Set the three-way valve under the gas outlet casing to the engine running
position.

Make sure that the turbocharger shaft does not rotate during engine standstill,
as the bearing may suffer damage if the shafts rotate while the lube oil supply
is stopped.

Check 4.5: Cylinder Lubricators

Turn each main piston to BDC in turn, and check, via the scavenge ports, the
lube oil flow to the cylinder liner. See plate 70701.
Press the [Prelube] button on the MOP (see Chapter 703, “Auxiliaries”, Item
1.3, and Plate 70331A) for pre-lubricating, and check oil flow from all the
cylinder liner lubricating points.

Check that all pipe connections and valves are tight.

 702-10

Check 4.6: Air Coolers

With the cooling water pump running, check if water can be seen through the
drain system sight glass from the water mist catcher.

If water is found, the cooler element is probably leaking.

In that case the element should be changed or repaired.
     

    

    

   

    

     

  

    

   

 
 703-01

Chapter 703
Starting, Manoeuvring and Running

Contents Page

Starting-up, Manoeuvring, and Arrival in Port

1. Preparations for Starting 703-06
1.1 Air Systems 703-06
1.2 Lube Oil Systems 703-06
1.3 Cooling Water Systems 703-07
1.4 Turning the Engine 703-07
1.5 Fuel Oil Systems 703-08
1.6 Hydraulic System – HPS (Hydraulic Power Supply) 703-08
1.7 Miscellaneous 703-08
2. Starting-Up 703-09
2.1 Starting 703-09
2.2 Starting Difficulties 703-11
2.3 Supplementary Comments 703-14
2.4 Checks during Starting 703-16
Check 1: Turbochargers 703-16
Check 2: Circulating Oil 703-16
Check 3: Cylinders 703-16
Check 4: Starting Valves and Bursting Cap 703-16
Check 5: Pressures and Temperatures 703-16
Check 6: Cylinder Lubricators 703-17
3. Loading 703-17
3.1 Loading Sequence 703-17
3.2 Check during Loading 703-17
Check 7: Feel-over Sequence 703-17
Check 8: Running-in 703-18
 703-02

Contents Page

4. Running 703-19
4.1 Running Difficulties 703-19
4.2 Supplementary Comments 703-21
4.3 Checks during Running 703-22
Check 9: Thrust Bearing 703-22
Check 10: Chain Tighteners 703-22
Check 11: Shut Down and Slow Down 703-22
Check 12: Pressure Alarms (Pressure switches) 703-23
Check 13: Temperature Alarms (Temperature switches) 703-23
Check 14: Oil Mist Detector 703-23
Check 15: Observations 703-24
Check 16: Mist-catcher drain discharge line 703-24
5. Preparation PRIOR to Arrival in Port 703-24
6. Stopping 703-24
7. Operation AFTER Arrival in Port 703-25

Engine Control System

1. General 703-27
2. Multi Purpose Controller (MPC) 703-27
2.1 Engine Interface Control Unit (EICU) 703-27
2.2 Engine Control Unit (ECU) 703-28
2.3 Cylinder Control Unit (CCU) 703-28
2.4 Auxiliary Control Unit (ACU) 703-29
2.5 Scavenge air Control Unit (SCU) 703-29
2.6 Cooling Water Control Unit (CWCU) 703-30
3. Control Stations and Operating Panels 703-30
3.1 Main Operating Panel (MOP) 703-30
3.2 Local Operating Panel (LOP) 703-31

MOP Description
1. Main Operating Panel (MOP) 703-32
1.1 MOP A and MOP B 703-32
1.2 HMI (Human Machine Interface) 703-32
1.3 MOP Issues 703-32
1.4 Software Scope of Supply 703-33
 703-03

Contents Page

Alarm Handling on the MOP

1. Alarm System 703-36
2. Alarm Handling 703-36
2.1 Alarm List 703-39
2.2 Event Log 703-39
2.3 Manual Cut-Out List 703-40
2.4 Channel List 703-41

Engine Operation
1. Engine 703-42
1.1 Operation 703-42
1.2 Status 703-50
1.3 Process Information 703-53
1.4 Process Adjustment 703-55
1.5 Chief Limiters 703-59

Auxiliaries
1. Auxiliaries 703-61
1.1 Hydraulic System 703-61
1.2 Scavenge Air 703-64
1.3 Cylinder Lubrication 703-66

Maintenance
1. Maintenance 703-70
1.1 MPC description 703-70
1.2 System View I/O Test 703-73
1.3 Invalidated Inputs Channels 703-73
1.4 Network Status 703-74
1.5 Function Test 703-74
1.6 Troubleshooting 703-81

Admin
1. System 703-84
1.1 Set Time 703-84
1.2 Version 703-84
1.3 Power Off 703-86
 703-04

Contents Page

Plates
Engine Control System Diagram 70317
MOP Overview 70319
MOP, Alarms Alarm List 70320
MOP, Alarms Event Log 70321A–B
MOP, Alarms Manual Cut-Out List 70322
MOP, Alarms Channel List 70323
MOP, Engine Operation (for FP-Propeller) 70324A
MOP, Engine Operation (for CP-Propeller) 70324B
MOP, Engine Status 70325
MOP, Engine Process Information (Running Mode) 70326A
MOP, Engine Process Information (Speed Control) 70326B
MOP, Engine Process Information (LDCL) 70326C
MOP, Engine Process Adjustment (Auto Tuning) 70327A
MOP, Engine Process Adjustment (Cylinder Load) 70327B
MOP, Engine Process Adjustment (Cylinder Press.) 70327C
MOP, Engine Process Adjustment (Fuel Quality) 70327D
MOP, Engine Chief Limiters 70328
MOP, Auxiliaries Hydraulic System 70329
MOP, Auxiliaries Scavenge Air (Main) 70330A
MOP, Auxiliaries Scavenge Air (Process Values) 70330B
MOP, Auxiliaries Scavenge Air (TC Speed Balancing) 70330C
MOP, Auxiliaries Scavenge Air (WHR) 70330D
MOP, Auxiliaries Cylinder Lubrication 70331A–B
MOP, Maintenance System View I/O Test 70332A–G
MOP, Maintenance Invalidated Inputs Channels 70333
MOP, Maintenance Network Status 70334
MOP, Maintenance Function Test (HCU) 70348A
MOP, Maintenance Function Test (Tacho) 70348B
MOP, Maintenance Function Test (HPS) 70348C
MOP, Maintenance Function Test (Speed Handles) 70348D
MOP, Maintenance Troubleshooting (HCU) 70349A
MOP, Maintenance Troubleshooting (HPS) 70349B
MOP, Maintenance Troubleshooting (HCU Events) 70349C
MOP, Maintenance Troubleshooting (HPS Events) 70349D
MOP, Maintenance Troubleshooting (Insulation) 70349E
 703-05

Contents Page

Plates
MOP, Admin Set Time 70335
MOP, Admin Version 70336

Appendix
Guidance Alarm Limits and Measuring Values ME4703
 703-06

Starting-up, Manoeuvring, and Arrival in Port

The following descriptions cover the standard manoeuvring system.

Since the manoeuvring and hydraulic system supplied for a specific engine
may differ from the standard system, the instruction book “MANOEUVRING
SYSTEM” should always be consulted when dealing with questions regarding
a specific plant.

1. Preparation for Starting

See Chapter 705, “Fuel Oil Treatment”, Item 3.3, regarding correct fuel oil
temperature before staring.

For information on checks to be made before starting, when cylinders are out
of operation, see Chapter 704, “Running with Cylinders or Turbochargers out
of Operation”, Item 3.

1.1 Air Systems

– Drain water, if any, from the starting air system.

– Drain water, if any, from the control air system at the air receiver.

– Pressurise the compressed air systems.

Check the pressure.

– Pressurise the compressed air system to the air cylinders (air spring) on the
exhaust valves.

Air pressure must be applied before the lube oil pump is started.
This is necessary to prevent the exhaust valves from opening too much.
See also Chapter 702, Check 4.3.

The exhaust valve activation is controlled by either the FIVA or the ELVA
valve (engine dependent).
Each open and close movement, performed by the exhaust valve spindle is
measured by the ECS.
The actual mechanical delay is determined and used for the next activation.
The ECS tells whether the exhaust valve is open or closed.
The exhaust valve must be closed.

1.2 Lube Oil Systems

– Start the lube oil pumps for:

• Main lube oil
• Turbocharger, if equipped with a separate lubricating system

– Check the oil pressure.

 703-07

– Check the oil flow through the sight-glasses for:

• Piston cooling oil
• Turbocharger(s)

– Check that the cylinder lubricator system is filled with the correct type of oil.

Press the [Prelube] button on the MOP for prelubrication, see also Chapter
703, “Auxiliaries”, Item 1.3.3.

Check that oil is emitted, and also see Chapter 702, Check 4.5.

1.3 Cooling Water Systems

The engine must not be started if the jacket cooling water temperature is
below 20 °C.

Preheat to minimum 20 °C or, preferably, to 50 °C.

See also Item 3.1 and Item 7, 6).

– Start the cooling water pumps.

– Check the pressure.

1.4 Turning the Engine

Always carry out the turning at the latest possible moment before starting and,
under all circumstances, within the last 30 minutes.
This must be carried out to prevent damage caused by fluid in one of the
cylinders.

Before beginning the turning, obtain permission from the bridge.

1) Open the indicator valves.

2) Turn the engine at least one revolution with turning gear.

Press the [Prelube] button on the MOP; see “Auxiliaries”, Item 1.3.3.

Check to see if fluid flows out of any of the indicator valves.

3) Close the indicator valves.

4) Disengage the turning gear.

Check that it is locked in the DISENGAGED position.

Check the status indicator on the MOP (see Plate 70325).

5) Lift the locking plate of the main starting valve to the SERVICE position.
Check the status indicator on the MOP (see Plate 70325).

• The locking plate must remain in the SERVICE position during running.
• The locking plate must remain in the BLOCKED position during repairs.
 703-08

1.5 Fuel Oil Systems

Regarding fuel oil temperature before starting, see Chapter 705, Item 3.

– Start the fuel oil supply and circulating pumps.

If the engine was running on heavy fuel oil until stop, the circulating pump is
already running.

– Check the pressures and temperatures.

1.6 Hydraulic System – HPS (Hydraulic Power Supply)

– Start the electrically driven start-up pumps.

• When the sub-engine command state is put on Standby, the electrically
driven start-up pump(s) will start automatically.
• If the electrically driven start-up pumps stop automatically during Standby
status; by pressing the [Prepare Start] button or starting the engine, the
pump(s) will start again automatically.

The ECS states if the oil pressure is correct.

1.7 Miscellaneous

– Switch on the electrical equipment in the control console.

– Set the auxiliary blowers running mode in “Automatic”, see “Auxiliaries”, Item
1.2.1.
The blowers will start at intervals of 10 sec.

See Chapter 704, “Fire in Scavenge Air Box”, Item 1,

with regard to incorrectly working auxiliary blowers.

– Check that all drain valves from the scavenge air receiver and boxes to drain
tank are open and that test cocks are closed.
 703-09

2. Staring-Up
Refer to the “Engine Operation” and “Auxiliaries”.

In the event that all power including the UPS backup has been removed from
the CCUs (e.g. during docking), (after turning on the power) the engine have
to be turned up to 5 full revolutions by the turning gear, Slow Turn or Air Run
before fuel oil is admitted to the cylinders.
This is due to a supervision function in the CCU that validates the function of
the exhaust valve before fuel injection is allowed.
In order to prevent a start failure due to the supervision function, such
measure should be taken.

If the engine has been out-of-service for some time, starting-up is usually
performed as a quay-trial.
Prior to this, it must be ascertained that:
– The harbour authorities permit quay-trial.
– The moorings are sufficient.
– A watch is kept on the bridge.

2.1 Starting

2.1.1 Air-Blow

This must be carried out to prevent damage caused by fluid in one of the
cylinders.

Before beginning the air-blow, obtain permission from the bridge.

WARNING

During opening the indicator valve, keep clear of the line of ejection, as any
fluid may be blown out.

1) Open the indicator valves.

2) Press the [Slow Turn] button on the MOP.

See Plate 70324 and “Engine Operation”, Item 1.1.13.

3) Put the telegraph receiver on DEAD SLOW in the required direction of rotation.

4) Put the speed control dial into the RUN position.

5) Check to see if fluid flows out of any of the indicator valves.

6) When the engine has turned five full revolutions, move the speed control dial
back to the STOP position.

7) Close the indicator valves.

 703-10

If it is more than 30 minutes since last rotation and the engine during Standby
engine state (the control station is either Bridge or ECR), the slow turning is
performed automatically.

2.1.1 Try-Engine

Before beginning the try-engine, obtain permission from the bridge.

1) Start the engine once ahead, and after confirmation of fuel oil running, stop
the engine immediately.

2) Start the engine once astern, and after confirmation of fuel oil running, stop
the engine immediately.

The engine is now ready to start.

See “Engine Operation”
 703-11

2.2 Starting Difficulties

See also Item 2.3, “Supplementary Comments”.

Difficulty Point Possible Cause Remedy

1 Pressure in starting air receiver too Start the compressors.
* low. Check that they are working properly.
2 Valve from starting air reservoir to Open the valve.
* engine is closed.
Valve from main stating valve to Change the valve position.
3
starting air distributor system is in
*
blow-off side.
No pressure in the control air Check the pressure.
4
system. If too low, change over to the other
*
reducing valve and clean the filter.

Engine fails to 5 Main starting valve locked in the Lift locking plate to the SERVICE
turn on starting * BLOCKED position. position.
air after start Main starting valve does not function Disengage the turning gear.
6
order has been owing to turning gear interlock.
given. Main starting valve sticking/failing. Check the valve.
7

Spool in solenoid air valves sticking. Overhaul the solenoid.

8

Starting air valves in cylinder covers Pressure-test the valves.

9 defective. Replace or overhaul defective valves, see
also Item 7.
Control air signal for starting does Find out where the signal has been
10
not reach the engine. stopped and correct the fault.
Propeller blades are not in zero-pitch Set pitch to zero position.
11
(CPP-plants)
 703-12

Starting Difficulties (cont.)

Difficulty Point Possible Cause Remedy

Trigger/Marker signal missing. Check signal.
12

“Slow-turning” of engine adjusted too Set the “slow-turning” adjustment screw

13 low. so that the engine turns as slowly as
Engine turns too possible without faltering.
slowly
Sticking slow-turning valve (valve not Check valve
(or unevenly) 14
returned).
on starting air.
Main starting valve is not working Check valve.
15
properly.
Defective starting valves in cylinder Replace or overhaul the defective valves.
16
covers.
CCU exhaust valve supervision Turn the engine 5 full revolutions by the
17
function prevents fuel oil injection turning gear, Slow Turn or Air Run before
*
attempting to run on fuel oil.

Engine turns on 18 Shut-down of engine. Check the pressure and temperature, and
starting air but * find the cause.
stops, after 19 Fuel oil pressure boosters sticking. Check fuel oil pressure boosters.
receiving order to *
run on fuel oil. 20 FIVA valves or ELFI/ELVA valves Check FIVA valves or ELFI/ELVA valves.
* (engine dependent) not functioning.
Fuel oil pressure missing Check fuel oil pressure.
21

Air contamination in fuel oil pressure Wait and try start again, as fuel oil
22 booster or fuel oil injection valve injection valves have auto deaeration
function.
Too low fuel oil pressure. Increase the pressure and/or clean the
23
filter.
Detective suction valve in fuel oil Change or repair it.
24
pressure booster.
Sticking fuel oil injection valve Tighten correctly.
25
Engine turns on spindle due to incorrect tightening.
starting air but no Worn fuel oil pressure booster Change the fuel oil pressure booster
26
fuel oil injection plunger/barrel. barrel with plunger.
occurs due to too Too much water in fuel oil. Clean the fuel oil more effectively.
low fuel index 27

Detective fuel oil injection valve or Overhaul the fuel oil injection valve.
28 fuel oil injection valve atomizer. Check the atomizer hole.
Change the fuel oil injection valve.
Starting with compression under Check piston rings through scavenging
29 2.2 MPa. port.
Check the exhaust valve leakage.
Too high kinematic viscosity of fuel Heat up according to fuel oil kinematic
30
oil. viscosity. See Chapter 705.
 703-13

Starting Difficulties (cont.)

Difficulty Point Possible Cause Remedy

Too much fuel oil into the cylinder. Check and adjust the load limit of ECS.
31

Blow from Insufficient scavenging air. Check the auxiliary blower running.
cylinder safety Clean air/gas passage.
32
valve (if Check the T/C speed before fuel oil
equipped) due to injection start.
first ignition is Oil on piston crown. By scavenging port inspection, check the
too fast. liquid on piston top.
33
If it came from fuel oil injection valve,
replace the fuel oil injection valve.
34 Auxiliary blowers not functioning Start auxiliary blowers after doing the
* air-blow.
Scavenge air limit set at too high or Check the level of scavenge air limiter.
too low level. Check the scavenge air pressure at the
35 actual load.
Compare the pressure with shop or sea
Engine turns on trial observations.
fuel oil, but runs Fuel oil filter blocked. Clean the filter.
36
unevenly
(unstable). Too low fuel oil pressure. Increase the pressure and/or clean the
37
filter.
One or more cylinders not firing. Check suction valve in fuel oil pressure
booster.
38
See MOP’s description.
*
If fault not found, change fuel oil injection
valves.

Points marked with * is all monitored by the ECS and an error report occurs.
 703-14

2.3 Supplementary Comments

Item 2.2, “Starting Difficulties” gives some possible causes of starting failures,
on which the following supplementary information and comments can be
given.

Point 1:

The engine can usually start when the starting air pressure is above 0.8 MPa.
The compressors should, however, be started as soon as the pressure in the
starting air receiver is below 2.5 MPa.

Points 9:

The testing procedure describing how to determine that all starting valves in
the cylinder covers are closed and are not leaking is found in Item 7.

If a starting valve leaks during running of the engine, the starting air pipe
concerned will become very hot.
When this occurs, the starting valve must be replaced and overhauled,
possibly replacing the spring.

If the engine fails to start owing to the causes stated under this point, this will
usually occur in a certain position of the crankshaft.
If this occurs during manoeuvring, reversing must be made as quickly as
possible in order to move the crankshaft to another position, after which the
engine can be started again in the direction ordered by the telegraph.

Point 10:

Examine whether there is voltage on the solenoid valve which controls the
starting signal.
If the solenoid valve is correctly activated, trace the fault by loosening one
copper pipe at a time on the route of the signal through the system, until the
valve blocking the signal has been found, and replace or overhaul defective
part.

Point 18:

If the shut-down was caused by over-speed, cancel the shut-down impulse

by putting the speed control dial into the STOP position, whereby the
cancellation switch closes.

If the shut-down was caused by too low pressure or too high temperature,
bring these back to their normal level.
The shut-down impulse can then be cancelled by putting the speed control
dial into the STOP position.
 703-15

Point 22:

In case of air is contaminated in the fuel oil system, fuel oil injection valve
may be sticking or spring may be broken.
If fuel oil injection valve sticking is found, replace and overhaul it.

Check that there is no fuel oil on the piston crown.

Too high temperature of heavy fuel oil may cause same phenomena because
the gas is separated from the fuel oil. See Chapter 705, “Fuel Oil Treatment”.

Point 23, 37:

Too low fuel oil pressure might be caused by blocking of the filter(s), opening
by-pass valve of the supply pump or fuel oil high kinematic viscosity due to
insufficient heating.

Point 28:

If fuel oil is injected by detective fuel oil injection valve or worn atomiser,
atomising is insufficient and it may cause poor or too fast ignition.

Point 29:

In order to ignition, the compression pressure should be above 2.2 MPa.

This can be checked by means of PMI system.
Check piston rings of the cylinder of which compression is too low by
scavenging port inspection.
If the piston rings are in good order, check the exhaust valve seat, and
replace or overhaul it.

Point 33:

The oil on piston crown is normally from detective fuel oil injection valve(s).
However, in rare case, it may be lubricating oil from cracked piston crown.

As this might cause serious damage, check the leakage and repair it.
 703-16

2.4 Checks during Starting

Make the following checks immediately after starting.

The start/stop logic in the ECS has already, before start, checked that the
direction of rotation is corresponding to the telegraph order.
The ECS monitors whether the exhaust valves are operating correctly or not.
If an error occurs an alarm will occur.

Check 1: Turbochargers

Ensure that all turbochargers are running.

Check 2: Circulating Oil

Check that the pressure and discharge are in order (main engine and
turbochargers).

Check 3: Cylinders

Check that all cylinders are firing.

Check that the unusual drain is not observed.

Check 4: Starting Valves and Bursting Cap

Feel over the pipes for starting air and check the drain pipe of starting air
main pipe.
A hot pipe and/or any drain indicate leaking starting valve.

If a busting disc of the bursting cap is damaged due to excessive pressure in

the starting air line, overhaul or replace the starting valve which caused the
burst, and mount a new disc.
If a new disc is not available immediately, turn the bursting cap cover in
relation to the cylinder, in order to reduce the leakage of starting air.

Mount a new bursting disc and return the bursting cap cover to the open
position at the first opportunity.

Check 5: Pressures and Temperatures

See that everything is normal for the engine speed.

In particular: the circulating oil (bearing lubrication and piston cooling),
hydraulic oil pressure, fuel oil, cooling water, scavenge air, and control air.
Refer to Appendix “Guidance Alarm Limits and Measuring Values”.
 703-17

Check 6: Cylinder Lubricators

Make sure that the all lubricators are working.

Check that the correct type of oil is enough in the feeder tank.

For checking and adjusting the lubricator, see the instruction book
“MAINTENANCE”.

Ensure the correct feed rate setting on the MOP.

For selecting the type of oil and adjusting the fees rate according to the
sulphur content, see Chapter 707, “Cylinder Lubrication” and the latest
Service Letter.

3. Loading

3.1 Loading Sequence

Regarding load restrictions after repairs and during running-in, see Item 3.2.

If there are no restrictions, load the engine according to this program:

Is the cooling water temperature:

above 50 °C
Increase gradually to 90% of MCR speed.
Increase to 100% speed over a period of 30 minutes or more.

between 20 °C and 50 °C
Preferably, preheat to 50 °C.
If the engine is started with a cooling water temperature below 50 °C,
increase gradually to 90% of MCR speed.
When the cooling water temperature reaches minimum 50 °C, increase to
100% of MCR speed over a period of 30 minutes or more.
The time it takes to reach 50 °C will depend on the amount of water in the
system and in the engine load.

below 20 °C
Do not start the engine.
Preheat to minimum 20 °C, or preferably to 50 °C.
When 20 °C, or preferably 50 °C, has been reached, start and load the
engine as described above.
See Also Item 1.3.

3.2 Checks during Loading

Check 7: Feel-over sequence

WARNING

During feeling over, the turning gear must be engaged, and the main
starting valve and the starting air distributor system must be blocked.
The fall protection equipment should be used.
 703-18

If the condition of the machinery is uncertain (e.g. after repair or alterations),

the “feel-over sequence” should always be followed, i.e.:
– After 15–30 minutes running on SLOW (depending on the engine size)
– Again after 1 hour’s running
– At sea, after 1 hour’s running at service speed

Stop the engine, open the crankcase, and feel-over the moving parts listed
below (by hand or with a “Thermo-feel”) on sliding surfaces where friction
may have caused undue heating.

Feel:
• Main, crankpin and crosshead bearings
• Piston rods and stuffing boxes
• Crosshead shoes
• Telescopic pipes
• Thrust bearing / guide bearing
• Chains and bearings in the HPS chain casing, or gear wheels and bearing
in the HPS gear box
• Chains and bearings in the moment compensator chain drives (if
mounted)
• Axial vibration damper
• Torsional vibration damper (if mounted)

After the last feel-over, repeat Check 2.1, in Chapter 702.

See also Chapter 704, “Ignition in Crankcase”.

Check 8: Running-in

Allowance must be made for a running-in period for a new engine or after:
• Repair or renewal of the large bearings
• Renewal or reconditioning of cylinder liners and piston rings

Regarding bearings: increase the load slowly, and apply the feel-over
sequence, see check 7.

Regarding liners / ring: See Chapter 707, “Cylinder Condition”, Item 4.13.
 703-19

4. Running

4.1 Running Difficulties - See also Item 4.2, “Supplementary Comments”.

Difficulty Point Possible Cause Remedy

Increased scavenge air temperature See Chapter 706, “Evaluation of
1 owing to inadequate air cooler Records”, Item 4.
function.
Fouled air and gas passages. Clean the turbocharger turbine side.
Exhaust
Clean the air coolers, with stopped
temperature
engine.
rises. 2
Check the back pressure in the exhaust
system just after the T/C turbine side.
a) all cyl.
*)
Inadequate fuel oil cleaning, or See Chapter 705. *)
3 altered combustion characteristics of
fuel oil.
Defective fuel oil injection valves or *)
4
fuel nozzles
Leaking exhaust valve. Replace and overhaul the valve. *)
b) single cyl. 5

Blow-by in combustion chamber. *)

6

Falling scavenge air temperature. Check that the seawater system

7
thermostat valve is functioning correctly.

Exhaust Air/gas/steam in fuel oil system Check the fuel oil supply and circulating
temperature pump pressures.
decreases. Check the function of the de-aerating
valve.
8
a) all cyl. Check the suction side of the supply
pump for air leakage.
Check the fuel oil preheater for steam
leakage.
Detective fuel oil pressure booster Repair the suction valve.
9
suction valve
Fuel oil pressure booster plunger Replace the fuel oil pressure booster
10 sticking or leaking barrel with plunger.
b) single cyl.
(an alarm will occur in the ECS)
Exhaust valve sticking in open Replace the exhaust valve.
11 position
(an alarm will occur in the ECS)

* See also “Evaluation of Records” in Chapter 706: in particular the fault

diagnosing table under Item 2.2.
 703-20

Running Difficulties (cont.)

Difficulty Point Possible Cause Remedy

Oil pressure before fuel oil pressure Raise the supply and circulating pump
12
boosters too low. pressures to the normal level.
Air/gas/steam in the fuel oil. See point 8.
13

Defective fuel oil injection valve(s) or Replace and overhaul the defective
14
fuel oil pressure booster(s). valve(s) and pump(s).
Fuel index limited by See Chapter 706, “Observations during
15 torque/scavenge air limiters in the Operation”, Item 2.1
ECS due to abnormal engine load.
Water in fuel oil. Clean the fuel oil more effectively.
Engine speed 16
decrease
Fire in scavenge air box See Chapter 704.
17

Slow-down or shut-down. Check pressure and temperature levels.

18 If these are in order, check for faults in the
slow-down equipment.
Combustion characteristics of fuel oil When changing from one fuel oil type to
19 another, alterations can appear in the
speed, at the same fuel index.
Fouling of hull and/or propeller. See Chapter 706, “Observations during
20
Operation”, Item 2.1.
Turbocharger speed does not Some smoke development during
correspond with engine speed. acceleration is normal:
21 No measures called for.
Heavy smoke during acceleration:
Fault in ECS limiters setting.
Smoky exhaust Air supply not sufficient. See reference quoted under point 1.
22
Check engine room ventilation
Defective fuel oil injection valves See point 4 and Chapter 706,
23
(including nozzles) “Appendix 2”.
Fire in scavenging air box See Chapter 704.
24
 703-21

4.2 Supplementary Comments

Item 4.1, “Running Difficulties” gives some possible causes of operational

disturbances, on which the following supplementary information and
comments can be given.

Point 5:

A leaking exhaust valve manifests itself by an exhaust temperature rise, and

a drop in the compression and maximum pressures.

In order to limit the damage, if possible, immediately replace the valve

concerned, or, as a preliminary measure, cut out the fuel oil pressure booster,
see Chapter 704, “Running with Cylinders or Turbochargers out of
Operation”.

Point 6:

In serious cases, piston ring blow-by manifests itself in the same way as a
leaking exhaust valve, but sometimes reveals itself at an earlier stage by a
hissing sound.
This is clearly heard when the drain cock from the scavenge air box is
opened. At the same time, smoke and sparks may appear.

WARNING

When checking, or when cleaning the drain pipe, keep clear of the line of
ejection, as burning oil can be blown out.

With stopped engine, blow-by can be located by inspecting the condition of

the piston rings, through the scavenge air ports.
Sludge, which has been blown into the scavenge air chamber, can also
indicate the defective cylinder.

Since blow-by can be due to sticking of unbroken piston rings, there is a

chance of gradually diminishing it, during running, by reducing the Load Limit
for a few minutes and, at the same time, increasing the cylinder oil amount.
If this is not effective, the Load Limit and pmax must be reduced until the
blow-by ceases.

The pressure rise pcomp–pmax must not exceed the value measured on test
bed at the reduced mean effective pressure or Load Limit.

Regarding adjustment of pmax and Load Limit, see “Engine Operation”, Item
1.4 and 1.5.

If the blow-by does not stop, the fuel oil pressure booster should be taken out
of service (with the engine stopped), or the piston ring changed.
The Load Limit can be reduced and the exhaust valve movement stopped
individually on each cylinder, without stopping the engine.
 703-22

Running with piston ring blow-by, even for a very limited period of time, can
cause severe damage to the cylinder liner.
This is due to thermal overheating of the liner.
Furthermore, there is a risk of fire in the scavenging air boxes and scavenge
air receiver, see also Chapter 704, “Fire in Scavenging Air box”.

In case of severe blow-by, there is a general risk of starting troubles owing to

too low compression pressure during the starting sequence.

Concerning the causes of blow-by, see Chapter 707, where the regular
maintenance is also described.

Points 8 and 13:

Air/gas in the fuel oil system can be caused by a sticking fuel oil injection
valve spindle, or because the spring has broken.
If a detective fuel oil injection valve is found, this must be replaced.

It should be checked that no fuel oil has accumulated on the piston crown.

Points 10 and 14:

Fuel oil pressure booster plunger sticking might occur during fuel oil
changing-over period on new or repair pumps.

If, to obtain full load, it proves necessary to increase an individual fuel index
by more than 10% (from sea trial value), then this in most cases indicates that
the pump is worn out.
This can usually be confirmed by inspecting the plunger.
If the edge shows a dark-colored eroded area, the pump should be sent to
repair to the engine builder.
This can usually be done by reconditioning the bore, and fitting a new
plunger.

4.3 Check during Running

Check 9: Thrust Bearing

Check measuring equipment.

Check 10: Chain Tighteners (if applicable)

Check the chain tighteners for the HPS, and moment compensators (if
installed).
See the instruction book “MAINTENANCE”, Chapter 906.

Check 11: Shut Down and Slow Down

Check measuring equipment.

 703-23

Check 12: Pressure Alarms (Pressure switches)

The functioning and setting of the alarms should be checked.

It is essential to carefully check the functioning and setting of sensors.

They must be checked under circumstances for which the sensors are
designed to set off alarm.

This means that sensors for low pressure should be tested with falling
pressure and sensors for high-pressure should be tested with rising pressure.

If no special testing equipment is available, the checking can be effected as

follows:

a) The alarm pressure switches in the lubricating and cooling systems may be
provided with a test cock, by means of which the pressure at the sensor may
be decreased, and the alarm thereby tested.

b) If there is no such test cock, the alarm point must be displaced until the alarm
is given.
When the alarm has thus occurred, it is checked that the pressure switch
scale is in agreement with the actual pressure.
(Some types of pressure switches have an adjustable scale).
Then reset the pressure switch to the preselected alarm limit, which should
cause the alarm signal to stop.

Check 13: Temperature Alarms (Temperature switches)

See also Check 12.

Most of the thermostatic valves in the cooling systems can likewise be tested
by displacing the alarm point, so that the sensor responds to the actual
temperature.

However, in some cases, the setting cannot be displaced sufficiently, and

such sensors must be tested by heating the sensing element in a water or oil
bath, together with a reference thermometer.

Check 14: Oil Mist Detector

Check the oil mist detector.

Adjustment and testing of the alarm function is effected in accordance with

the instruction book “COMPONENT DESCRIPTION (ACCESSORIES)”.
 703-24

Check 15: Observations

Make a full set of observations, by means of the PMI system, see Plate
70603 “ENGINE DATA” and Chapter 706, “Appendix 1”.
Check that pressures and temperatures are in order.

Check the load distribution between the cylinders; see Chapter 706,
“Evaluation of Records”, Item 2.1.

Check 16: Mist-catcher drain discharge line

Discharging condition of the condensed water is to be watched from the sight

grass of the mist-catcher drain pipe line.
Check for any restrictions in the discharge line.
See Plate 70614 and Chapter 706, “Cleaning of Turbochargers and Air
Coolers”, Item 3.

5. Preparations PRIOR to Arrival in Port

1) Decide whether the harbour manoeuvres should be carried out on diesel oil
or on heavy fuel oil.
Change-over should be carried out one hour before the first manoeuvres are
expected.
See Chapter 705, “Fuel Oil Treatment”, Item 4.2.

2) Start an additional auxiliary engine to ensure a power reserve for the

manoeuvres.

3) Make a reversing test.

This ensures that the starting valves and reversing function are working.

4) Blow-off any condensed water from the starting air and control air systems
just before the manoeuvres.

6. Stopping

Stop the engine by putting the speed control dial into the STOP position.

Always perform a stop manoeuvre before entering harbour/taking pilot on

board, to state that the ECS is functioning as intended.
 703-25

7. Operations AFTER Arrival in Port

When the FINISHED WITH ENGINE order is received in the control room:

1) Test the starting valves for leakage:

Permission from the bridge should always be obtained before doing this, and
the turning gear must be disengaged, as a leaky valve may cause the engine
to run.

– Change the valve (from the main stating valve to the stating air distributor
system) to blow-off side.
Check the air valve displayed on the Pneumatic Diagram, see Plate
70325.
– Open the indicator valves.
– The main starting air valve can be operated from the Status screen on the
MOP, see Plate 70325.
Pressing the pilot valves A or B displayed in the Pneumatic Diagram
activates the toolbar, from there activate the main starting air valve.
This admits starting air, but not controls air, to the starting valves.
– Check to see if air blows out from any of the indicator valves.
In this event, the starting valve concerned is leaky.
If the cylinder is in BDC, detection can be difficult, due to air escaping
through the scavenge air ducts in the cylinder liner.
– Replace or overhaul any defective starting valves.

2) Lock the main starting valve in the BLOCKED position by means of the
locking plate.
Engage the turning gear.
Check that the valve from the main starting valve to the starting air distributor
system is in blow-off side.
Check the status indicator and the Pneumatic Diagram on the MOP, see
Plate 70325.

3) Close and vent the control air system.

Do not stop the air supply to the exhaust valve air cylinders, as air draught
through an open exhaust valve may cause the turbocharger shaft to rotate,
thus causing bearing damage, if the lube oil supply to the turbocharger is
stopped.

4) Wait minimum 15 minutes after stopping the engine, then:

– Stop the lube oil pumps.
– Stop the cooling water pumps.

This prevents overheating of cooled surfaces in the combustion chambers,

and counteracts the formation of carbon deposits in piston crowns.
 703-26

5) Fuel oil supply and circulating pumps;

Did the engine run on heavy fuel oil until stop?

YES: Stop the fuel oil supply pumps.
Do not stop the circulating pumps.
Keep the fuel oil preheated.
Note that cold heavy fuel oil is difficult or even impossible to pump.

The circulating oil temperature may be reduced during engine standstill,

as described in Chapter 705, “Fuel Oil Treatment”, Item 3.2.

NO: Stop the fuel oil supply and circulating pumps.

6) Freshwater preheating during standstill:

Will harbour stay exceed 4–5 days?

YES: Keep the engine preheated or unheated.
However, see Item 1.3 and 3.1.

NO: Keep the engine preheated to minimum 50 °C.

This counteracts corrosive attack on the cylinder liners during
starting-up.

Use a built-in preheater or the auxiliary engine cooling water for

preheating of the engine.

See also Chapter 709, “Water Cooling Systems”, Item 5.

7) Switch-off other equipment which need not operate during engine standstill.

8) Regarding checks to be carried out during engine standstill, see Chapter 702.
 703-27

Engine Control System

1. General

The engine control system (ECS) consists of a number of computer-based

multipurpose controllers and operating panels.
Below is brief description of the different units.
See Plate 70317 and Plate 70319 Fig. 1.

Multi Purpose Controller (MPC):

EICU handles the interface to external systems.
ECU performs the engine control functions: engine speed, running
modes and start sequence.
ACU controls the pumps of the Hydraulic Power Supply (HPS) unit and
the auxiliary blowers.
CCU controls either the FIVA valve or the ELFI/ELVA valves (engine
dependent), and also the starting valves and the cylinder
lubricators.
SCU controls either exhaust gas bypass or Variable Turbocharger (VT)
system (Option).
CWCU controls a Load Dependent Cylinder Liner (LDCL) system (for the
engines with LDCL system).

Control station and operating panels:

MOP engineers’ interface to the ECS.
LOP engine’s Local Operating Panel

2. Multi Purpose Controller (MPC)

The MPC is a multipurpose controller which can be used for several

purposes.
For further information regarding the MPC, see “Maintenance”.

2.1 Engine Interface Control Unit (EICU)

The EICUs receives navigational inputs from the control stations and selects
the active station based on signals given by the Remote Control System
(RCS).

The main navigational command is the speed set point (requested speed and
direction of engine rotation).

In the EICUs the raw speed command is processed by a series of protective

algorithms.
These ensure that the speed set point from which the engine is controlled is
never harmful to the engine.
An example of such an algorithm is the ‘Barred speed range’.

Now the processed speed set point and the selected engine running mode
request are available via the control network to be used by the ECUs as a
reference for the speed control and engine running mode control.
 703-28

For redundancy purposes, the control system comprises two EICUs

operating in parallel and performing the same task, one being a hot stand-by
for the other.

2.2 Engine Control Unit (ECU)

The engine speed control requires that the amount of fuel is calculated for
each cylinder firing.
The calculation made by the speed controller is initiated in relation to the
crankshaft position, so that the execution is started just in time to make the
fuel injection.
This is controlled by the tacho function.

The output from the speed controller is a ‘request for fuel amount’ to be
injected for the next combustion.
This request is run through different protective algorithms (the fuel limiters)
and the ‘resulting amount of fuel command’ is produced.

Based on the algorithm of the selected engine running mode, the injection
profile is selected, the timing parameters for the fuel injection and exhaust
valve are calculated and the pressure set point for the hydraulic power supply
is derived.

Based on the user input of sulphur content, Min. Feed Rate etc., the resulting
cylinder lubrication feed rate for each individual cylinder unit is calculated.

The resulting amount of fuel command, the requested fuel injection profile,
the timing parameters and the resulting cylinder lubrication feed rate amount
are all sent to the CCU of the cylinder in question via the control network.
Likewise, the hydraulic pressure set point is sent to all ACUs.

For redundancy purposes, the control system comprises two ECUs operating
in parallel and performing the same task, one being a hot stand-by for the
other.
If one of the ECUs fails, the other unit will take over the control without any
interruption.

2.3 Cylinder Control Unit (CCU)

In appropriate time for the next firing, the CCUs ensure that it has received
new valid data.
The injection profile start angle is set up using the tacho function.

On the correct start angle the injection is initiated and is controlled according
to the fuel amount command and the injection profile command.

When the injection is completed, the exhaust valve opening and closing
angles are set up using the tacho function.
The exhaust valve control signal is then activated on the appropriate crank
angles.
 703-29

The cylinder lubricator is activated according to the feed rate amount

received from the ECU.

All of the CCUs are identical, and in the event of a failure of the CCU for one
cylinder, only this cylinder will automatically be put out of operation.
This means that fuel injection, exhaust valve operation and cylinder
lubrication will stop.
A (cancellable) slow down request will be initiated and in case of high load a
(non-cancellable) load limit will be set.
See Chapter 704, “Running with Cylinders or Turbochargers out of
Operation”.

In the event that the CCU cannot be replaced immediately, see Chapter 704,
“Running with Cylinders or Turbochargers out of Operation”, Item 2, Case F.

2.4 Auxiliary Control Unit (ACU)

The ACUs control the pressure of the Hydraulic Power Supply (HPS) system
and the electrically driven start-up pumps using the ‘Pressure Set point’ given
by the ECUs as a reference.
Furthermore the start and stop of the auxiliary blowers are controlled
according to the scavenge air pressure.

The control of the auxiliary equipment on the engine is divided among ACUs
so that, in the event of a failure of one unit, there is sufficient redundancy to
permit continuous operation of the engine.

2.5 Scavenge air Control Unit (SCU) (Option)

The SCU controls either an exhaust gas bypass valve or a VT system.

The control of the exhaust gas bypass valve can be combined with various
Waste Heat Recovery (WHR) system applications (engine dependent).
The SCU is connected to the ECS network and receives the estimated
engine load and the measured scavenge air pressure from the ECS.

For the .5 (dot5) type engines;

The SCU controls either the exhaust gas bypass (EGB) valve position or the
VT actuator.
The controlling of the system depends on the estimated engine load.
The operation of the EGB valve or the VT actuator will therefore be
independent of how the ambient conditions (primarily air temperature)
changes.
This means that with constant load the scavenge air pressure will, to some
extent, vary depending on the ambient conditions.
Some limitations apply, if the scavenge air pressure reaches the limits, an
alarm will be raised.
The upper limit is fixed, the lower limit changes with the engine load.
 703-30

For the engines except above;

The SCU controls the scavenge air pressure; the SCU will put the estimated
engine load into a scavenge air pressure table, and send a set point to the
Pscav controller (the Pscav controller is a part of the SCU).
The Pscav controller will also receive the measured scavenge air pressure
from the scavenge air receiver and then calculate a set point to the EGB
valve or VT actuator.
This means that with constant load the scavenge air pressure will not vary
when the ambient conditions change.
Some limitations apply, if the scavenge air pressure reaches the limits, an
alarm will be raised.

2.6 Cooling Water Control Unit (CWCU) (for the engines with LDCL system)

The CWCU is made for controlling all parts of the Load Dependent Cylinder
Liner (LDCL) cooling water system.
For information about the cooling water system, see Chapter 709.

3. Control Stations and Operating Panels

The engine can be controlled from either the Bridge (Option), the Engine
Control Room (ECR) or the Local Operating Panel (LOP).
Only one control station at a time is active.
This is controlled by the Remote Control System (RCS).

The LOP is as standard placed on the engine.

From the LOP, the basic functions are available, such as starting, engine
speed control, stopping, reversing, and the most important engine data are
displayed.

3.1 Main Operating Panel (MOP)

The MOPs are the main information interface for the engineer operating the
engine.

The MOP communicates with the controllers of the ECS through the control
network.
However, the running of the engine is not dependant on the MOP, as all the
commands from the local control stations are communicated directly to the
EICUs/ECS.

The MOPs are located in the engine control room.

They are PCs with a touch screen from where the engineer can carry out
engine commands, adjust the engine parameters, select the running modes,
and observe the status of the control system.
 703-31

3.2 Local Operating Panel (LOP)

Starting from LOP:

To start and run the engine from the LOP, some conditions have to be fulfilled.
Next to the LOP, a following nameplate, which comprises the conditions that
have to be fulfilled before start, is placed:

Main Engine Start from Local Operating Panel (LOP)

In order to start/stop and operate the main engine from the Local Operating
Panel (LOP), ENGINE SIDE CONTROL must be selected as the active
control station.
This is normally done by turning the select switch of “REMOTE / ENGINE
SIDE” to ENGINE SIDE on the LOP.
However, it is possible to override the normal change-over procedure by
means of the [LOCAL TAKE COMMAND] push button.
Activating this button will force the control to the LOP.

Before start, the hydraulic oil pressure must be higher than 205 bar (20.5
MPa).
After shut down, pressure has to be rebuilt which may take 60–120
seconds.

To stop the engine (and reset shut down):

1) Activate the LOCAL SPEED CONTROL DIAL to the STOP position.

To start the engine:

1) Operate the select switch of “AIR RUN / AUTO / SLOW TURN” to
the “AUTO” position.
2) Activate the LOCAL SPEED CONTROL DIAL to the desired rotation
direction.
3) If the engine does not start within 30 seconds, return the LOCAL
SPEED CONTROL DIAL to the STOP position and activate start
again.

If the auxiliary blowers are running, the Engine Control System will start the
main engine automatically without delay.

If the auxiliary blowers are stopped, the Engine Control System delays the
start until the auxiliary blowers are started and running.
Then, the Engine Control System will start the main engine automatically.
 703-32

MOP Description

1. Main Operating Panel (MOP)

The MOP is the Human Machine Interface (HMI), through which the Engine
Control System (ECS) and thus the engine is operated.

1.1 MOP A and MOP B

The MOP is basically a marine approved and certified PC.

The type PC is of an integrated unit with touch screen.
An actual installation comprises of two MOPs (MOP A and MOP B).
The two MOPs are placed on a console in the Engine Control Room (ECR),
and are operationally fully redundant to each other.

MOP A: a trackball (which typically replaces the mouse) is connected while

a keyboard is not connected. However, the keyboard may optionally
be connected.
MOP B: normally both mouse and keyboard are not connected. However,
the mouse and/or keyboard may optionally be connected.

A keyboard is essentially not required during normal engine operation and a

virtual keyboard is displayed in case textual input (e.g. password) is needed.

Instead of traditional use of a mouse/trackball, the engineer touches the

graphic elements directly on the screen in order to interact with the ECS.

1.2 HMI (Human Machine Interface)

The HMI consists of four fixed areas always shown, see Plate 70319 Fig. 2.
• An Alarm Status Bar showing the oldest unacknowledged alarm and
Alarm status at the top of the screen
• A Navigation Bar at the right side of the screen
• A Toolbar at the bottom of the screen
• A Screen area (rest of the screen)

On the screen, the displays which can be activated (i.e. pushed like a button)
are shown in 3D graphic and the inactive displays are in 2D graphic.
Once activated, the display is highlighted with blue line at the outer
circumference.

The HMI operates with two password levels, which are Operator level and
Chief level.

• Operator level:
This is for normal operation and monitoring.
It is not possible to set any parameters.
• Chief level:
In addition to the Operator level, this user level has privileges to set
parameters (set points, engine states and engine modes).
A password must be supplied in order to access Chief level.
 703-33

There is no limit in the number of unsuccessful attempts to enter the correct

password.
The password is hard coded in the system and can therefore not be changed.

1.3 MOP Issues

1.3.1 Ethernet connections

Only MOP B may be connected with an Ethernet connection to other systems

such as CoCoS-EDS.
Special care must be taken when connecting to networks of any kind to avoid
virus and worms on the MOP.
Connection to other systems is illustrated on Plate 70319 Fig. 1.

1.3.2 Unauthorised software

DISCLAIMER: Engine builder disclaim responsibility for any event or

condition that originates from installation of unauthorised software.
This includes, but is not limited to, malware (e.g. computer virus).

To emphasize the disclaimer yellow stickers is placed at suitable places on

the MOPs.

If it is necessary to extract data from a MOP, it is recommended to use a USB

memory stick dedicated for extraction which is not used for another purpose.
Always ensure that any USB memory stick inserted into the MOP is scanned
and cleaned of any malware (e.g. computer virus).

1.3.3 Control Network

The MOP A and MOP B are connected to the ECS by means of the control
network which interconnect the controllers in the ECS.
The control network is implemented as two independent networks for
redundancy as shown on Plate 70317.

1.3.4 Maintenance

Normal PC maintenance tools and cleaning detergents apply.

1.4 Software Scope of Supply

Three different standard types of software are supplied:

• Operating system
• Engine Control System (ECS)
• Service Parameters

These software are stored on a pair of USB memory sticks.

It is important that these USB memory sticks are stored in a proper place
where it is accessible and can be found on request.
The recommended storage place is together with the engine’s instruction
book.
 703-34

The USB memory sticks storing the software are equipped with a Read/Write
selector switch.
This switch should normally always be set to Read.

In addition to the above there will also be the following two types of software
as a part of the software supply:
• CoCoS-EDS
• PMI software

These last two types of software are not to be installed on the MOPs, but
instead on a separate PC (see Plate 70319 Fig. 1).
However having these programs running correctly is essential to achieving
optimal performance of the engine and ECS.
Both of these programs include user manuals and instructions together with
their installation.

1.4.1 Operating System

The operating system used for the MOPs is the “Windows XP Embedded”.
This is normally preinstalled by the MOP supplier and delivered with the MOP
hardware.

1.4.2 Engine Control System (ECS)

The ECS is a set of applications installed on the MOPs that enables them to
perform their main function, i.e. it turns them into the MOPs.

A very important aspect of the ECS is the software version.

It is critical that the software version stored on USB memory stick is the same
version that is currently installed.
The currently installed version can be seen on the Version screen on the
MOPs (see “Admin”, Item 1.2).

Always ensure that the software version of the installed ECS matches the
version stored onboard.

1.4.3 Service Parameters

The Service Parameters software functions as a backup in case of major

system failure.
Normally it should not be used as the MOPs automatically store backup
versions of the service parameters from the MPCs.

1.4.4 Situation in which stored software can be applied

Normally there are two situations in which stored software can be applied:
Case A: During replacement of a MOP (by the engineer)
Case B: During a service visit including update of parameters and/or ECS
version
 703-35

In case A; the operating system is normally preinstalled on the MOP, so when

the MOP powers up it will seem identical to a standard Windows PC.
The task is then to install the Engine Control System.

To install the Engine Control System insert the software medium (USB
memory stick) into the MOP and locate the correct setup file.
There will normally be two optional setup files on the USB memory stick:
“install_ mopA_XPE.bat” and “install_mopB_XPE.bat”.
It is important to select the file name which matches the MOP being installed,
either MOP A or MOP B.
Double click on the file and follow the on-screen instructions.

After a successful completion of the installation the MOP main application

can be started using the “Start MOP” option in the Windows Start Menu.
After starting this application the MOP will automatically acquire configuration
information and Service Parameter backup from the MPCs.

In case B; it is important that the visiting service engineer ensures that the
ECS version and Service Parameters stored onboard are correct.
This means updating the data on the USB memory stick (momentarily
changing the Read/Write selector to Write).

1.4.5 PMI Software

The PMI software comes in one of two versions:

• PMI off-line version
• PMI on-line version (including PMI auto-tuning)
In either case the PMI system is a valuable tool for performance
measurements and is a basic for engine adjustments.

1.4.6 CoCoS-EDS

This software is used for the data logging program that is collecting data from
the ECS.
It is to be installed on the same PC that is running the PMI software.
Always ensure that this software is running correctly since this will greatly
enhance the options regarding troubleshooting and fault-finding available.

Since the CoCoS-EDS interfaces to the ECS for data logging it is important to
ensure that the versions are compatible.
For instance in case of an update of the ECS, make sure that CoCoS-EDS is
also updated.

The program “DatGat.exe” is included with the CoCoS-EDS software.

This program is a valuable tool for extracting data from the ECS for use
during troubleshooting.
Instructions on how to use “DatGat.exe” is included with the installation.
 703-36

Alarm Handling on the MOP

1. Alarm System

The alarms on the MOP are all related to the Engine Control System.

On Plate 70319 Fig. 1 is shown the ECS and the possibilities to communicate
with the ordinary alarm system, and the safety system.
These three systems are able to interact with each other i.e. in case of a shut
down and a slow down.

The shut down and slow down can be divided into two kinds; cancellable and
non-cancellable.
If a cancellable shut down or slow down occur, the safety system will release
an alarm prewarning and after timeout of the prewarning period activate the
shut down or slow down.
If a non-cancellable shut down or slow down occur, the safety system must
release the shut down or slow down immediately.

2. Alarm Handling

Alarm handling is carried out from one of the following four screens:
2.1 Alarm List
2.2 Event Log
2.3 Manual Cut-Out List
2.4 Channel List

These four Alarm Handling screens can be accessed via the Secondary
Navigator by pressing the [ALARM] button in the Main Navigator.
When pressing this button, the latest selected alarm handling screen will be
shown on the screen.
If no screen has previously been selected, the Alarm List screen is shown.
The screen can then be changed via the Secondary Navigator.

2.1 Alarm List (Plate 70320)

The Alarm List contains the central facility of the Alarm Handling, allowing for
display, acknowledgement and cut-out of raised alarms.
Detailed alarm explanation can be accessed for each of the alarm
occurrences.

The alarms are displayed in chronological order, with the latest alarm at the
top.

The Alarms might be grouped by the ECS if they are related to the same
cause in order to simplify the overview of the alarm list.
The group can be expanded by selecting a group and pressing the [+/ ]
button on the toolbar. Not all alarms are grouped.
 703-37

If there are too many alarms to be displayed at the same time on the screen,
the remaining alarms can be accessed by pressing the “Up” / “Down” (e.g.
[ ] / [ ]) buttons, seen on the toolbar.

Alarms presented in the Alarm List can be found in three states:

1. Alarm unacknowledged
2. Alarm acknowledged
3. Normal unacknowledged

An alarm can only appear as one line in the Alarm List.

An acknowledged alarm going into normal or an alarm in the normal state

being acknowledged is immediately removed from the list.

Acknowledgement of a single alarm or all alarms is allowed on both levels

(Operator or Chief) from the [Ack] / [All] buttons on the toolbar at the bottom
of the screen.
(When pressing [Ack] / [All] only the alarms visible on the screen are
acknowledged).

To see a detailed alarm explanation, press the relevant alarm line.

The alarm line is then surrounded by a thick blue line showing that is has
been selected.
By pressing the [Info] button on the toolbar, a window will appear just above
the toolbar.

This window contains:

• Description:
• Cause:
• Effect:
• Action:
, so that the engineer is able to start troubleshooting on this particular alarm
(The detailed alarm explanation is removed by pressing the same [Info]
button).

2.1.1 Alarm Line Fields, Colours and Symbols (Plate 70320)

Each alarm line is divided into the following fields:

Ack The acknowledgement status field of unacknowledged alarms

contains an icon toggling between two states, alerting the
engineer of an unacknowledged alarm.

The status of the alarm can also be identified by the

background colour as well as the graphical identification in the
Acknowledgement field on the screen as shown below.
 703-38

Unacknowledged alarm in alarm state

Unacknowledged alarm in normal state

Transition from unacknowledged to acknowledge of an

alarm in alarm state

Acknowledged alarm in alarm state

Unacknowledged alarm is cut out

Alarm was previously unacknowledged in normal state.

Now the state is not available.
Alarm was previously unacknowledged in alarm state.
Now the state is not available.
Transition from unacknowledged to acknowledge of an
alarm in normal state
Alarm is acknowledged in normal state, and in the
process of being removed from the alarm list

Description This field contains the alarm text.

Status This field shows the status of the alarm as one of the following:
• Normal
• Alarm
• Low
• High
• Not available
• Auto cut-out
• Manually cut-out
ID This field contains a unique alarm identity.
This ID must always be used for reference and reporting.
Time This field shows the time of the first occurrence of the
alarm, no matter the status changes.
The time is shown in hours, minutes, seconds and 1/100 sec.

At the upper right corner of the screen four small icons are shown which are
(from left to right):

Number of unacknowledged alarms

Number of active alarms

Number of Manual Cut-Out alarms

Number of Invalidated channels

From the toolbar at the bottom of the Alarm List screen, alarms can be
cut-out.
This feature is described in details in Item 3.3.
 703-39

2.2 Event Log (Plate 70321A–B)

The Event Log can be used for viewing the history of events and to support
the engineer in troubleshooting.
Events stay in the log even after they have been acknowledged and are no
longer active.
Alarms are logged with three events in the Event Log.
The events are Alarm, Normal and Acknowledged.
There can be up to 1 million events logged in the event log.

The events are stored in a database on MOP’s SSD (Solid State Disk) with
both local and UTC time stamps.
If more than 1 million events are logged, the oldest events are discarded.

Each event (with the most recent event on top) is shown as a single line and
each event line is divided into the following fields:

ID: Unit_Tag This field contains a unique alarm identity.

Date This field shows the date of the event.
Time This field shows the time of the event.
The time is shown in hours, minutes, seconds and 1/100 sec.
Description This field shows the alarm text.
Status This field shows the alarm status.
MCo This field shows whether the alarm is Manual Cut-Out or not.
ACo This field shows whether the alarm Automatic Cut-Out or not.
Ack This field shows whether the alarm is acknowledged or not.

2.2.1 Searching for an event from a specific date and time or by tag number

This feature can be helpful when extracting information to external parties or

when investigating an event.

When scrolling up or down on the Event Log screen is not sufficient, it is

possible to search for a specific event by tag number by pressing the
[Unit/Tag Filter] button.
When an alarm occurs, it is given a tag number that is stored together with
the alarm event.
By entering this number in the popped up software keyboard screen and
pressing [Apply] the alarm event is shown on the screen.

Similarly, the [Time Span Filter] sorting can be selected.

Enter the “From Data”, “From Time”, “To Date” and “To Time” in the popped
up software keyboard screen, and press [Apply] to execute for searching.
Note that the entered time has to be in UTC time.
As a result the events, inside the selected time span to the specified date and
time, will be selected and shown on the screen.
 703-40

If an Event Log is exported and a time span filter is active, the only selected
time span events are exported (see next item).
This is useful in order to highlight relevant events and to reduce the file size.

From the [Go to Date/Time] button, the events which took place at/on specific
time/date can be displayed.

When a filter is no longer needed, remember to remove it (by pressing the

button again), otherwise it might seem like the event log is frozen and does
not receive new events.

2.2.2 Exporting the Event Log

From the “Export” toolbar, displayed when the [Export] button is pressed, it is
possible to save the Event Log on a USB memory stick or Solid State Disk
(SSD) used for information to external parties or the engineer themselves.

Should external parties ask for an Event Log record (for trouble shooting
purposes), the Event Log record can be saved on a USB memory stick (or
SSD if no USB memory stick is available).
This exported file is compressed in ZIP format.

Always ensure that any USB memory stick inserted into the MOP is scanned
and cleaned of any malware (e.g. computer virus).

If an Event Log is exported and a time span filter is active, the only selected
time span events are exported (see previous item).
This is useful in order to highlight relevant events and to reduce the file size.

The file name will be: “EventLog<DateTime>.zip” when the file is saved on a
USB memory stick.
The DateTime in the file name is the UTC time when file was saved.

2.3 Manual Cut-Out List (Plate 70322)

Manual Cut-Out of alarms may be used, for instance, if the engineer has
observed a failure of a sensor that is not detected automatically (see below)
or if, for instance, a Tacho pick-up is failing (the engine running on the
redundant Tacho system) and is continuously giving alarm and cannot be
replaced immediately.

Alarms are sometimes cut-out automatically.

Automatic cut-out may be used by the system to suppress alarms which are
unimportant in specific states, e.g. when a sensor is invalidated by the
engineer.

The Manual Cut-Out alarms are shown in a Manual Cut-Out List, which can
be accessed from the Navigator Bar.
The number of Manual Cut-Out alarms is also shown in the upper right hand
of the Alarm Line Fields, see Item 3.1.1.
 703-41

The Manual Cut-Out List screen is in functionality equivalent to the Cannel

List screen.
An alarm can be cut-out manually from the Alarm List, Manual Cut-Out List or
Channel List screens.

All alarm channels that have the status “Manual Cut-Out” are shown in the
Manual Cut-Out List screen.

Removing (“Re-activating”) an entry from the Manual Cut-Out List is done by

highlighting the alarm(s) involved on the screen and thereafter pressing the
[Reactivate] button in the toolbar.

A Manual Cut-Out of an alarm should be only be used as a temporary

solution and never as a permanent solution to a problem.

2.4 Channel List (Plate 70323)

The Channel List screen contains status information of all alarm channels
within the ECS, no matter the status of the individual alarm channel.
The alarm channels are listed in tag-name alphabetic order (default).
From the Channel List screen, it is possible to cut out (and re-activate) alarm
channels.
 703-42

Engine Operation

1. Engine

Engine operation and adjustment is carried out from one of the following
screens, some of which are divided further into sub-screens:
1.1 Operation
1.2 Status
1.3 Process Information
1.4 Process Adjustment
1.5 Chief Limiters

Screens 1.1, 1.2 and 1.3 are related to engine start-up preparations and daily
running, 1.4 and 1.5 are relate to engine adjustments.

The engineer can access these operation and adjustment screens via the
Secondary Navigator by pressing the [Engine] button in the Main Navigator.

1.1 Operation (Plate 70324A or 70324B)

Operation is the main screen for the control of engine during voyage.

On this screen, “Prepare Start” can be performed and “Slow Turn” can be
enabled before start of the engine.

Plate 70324A shows the full screen.

In the following, a detailed description of the individual fields will be given.

1.1.1 Main State

The Main State field contains 3 (three) status fields indicating the current
sub-telegraph command states and the states of the engine.

The background colours on the graphics are specified as:

• Blue = Normal state
• Yellow = Warning state
• Red = Alarm state
• Grey/dimmed = Not in use.

The top field indicates the current sub-telegraph command state, which can
be one of the following:
• FWE (Finished With Engine)
• Standby
• At Sea

The middle field indicates the states of the engine:

• Blank (engine is operative or blocked according to the sub-telegraph
command)
• Engine not blocked (with yellow background): if top field is in FWE, and
not all conditions are fulfilled.
• Engine not ready (with yellow background): if top field is in Standby or At
Sea, and not all conditions are fulfilled.
 703-43

The cause of the states Engine not blocked or Engine not ready can be seen
in the Status screen, Plate 70325, in the Start Conditions field.

The bottom field indicates, with yellow or red warnings, the following four
states:
• Blank. (engine is ready and Increased limitation inactive)
• Increased Limitation (yellow) is shown when active (and engine status is
not FWE, and neither Start Blocked nor Shut Down status is active).
Increased Limitation is a warning condition.
• Start Blocked (red) is shown when active (and engine status is not FWE,
and Shut Down status is not active).
Start Blocked is an alarm condition.
• Shut Down (red) is shown when active.
Shut Down is an alarm condition.

1.1.2 Command

The [Command] button contains some status fields.

The fields show the control station (Bridge, ECR or LOP) and the actual
speed command setting for each of the control stations.
The composition of control stations depends on the ship’s specification.
The actual selected control station is indicated by dark blue (normal
selection) or yellow (take command).

The Bridge and ECR control stations are parts of the Remote Control System
(RCS).
Only one control station at a time is active.

The active control station is normally selected via the RCS request
acknowledge system.
However, the selection may be overridden from the ECR or LOP by the [Take
Command] buttons, which are wired directly to the ECS and situated on the
control station panels.

If the active control station selection is inconsistent, the ECS keeps the last
valid active control station as the active station, until a new valid selection is
available (possibly a “take command”).

In the event the “take command” signals from both the ECR and the LOP are
selected simultaneously, the LOP has first priority and is selected.

1.1.3 RPM Fine adjust

Pressing the [Command] button activates the “RPM Fine Adjust” toolbar at
the bottom of the screen.
From this toolbar, the speed command can be fine adjusted in Operator level.
The speed fine adjustment can only be performed in ECR Command mode.

The speed fine adjustment can be performed also with the speed control dial
mechanically.
 703-44

Maximum fine adjustable speed range is ±2 min-1 (rpm).

Moving the speed control dial will disable the PRM Fine adjust mode so that
the speed command is less/more than fine adjusted speed ±2.5 min-1.

E.g. if the speed command is 84 min-1, it can be fine adjusted to 84.5 min-1.
Moving the speed control dial will disable the PRM Fine adjust mode so that
the speed command is less than 82 or more than 87 min-1.

1.1.4 Running Mode

The [Running Mode] button contains a status field indicating the current
active Running Mode.

Pressing the [Running Mode] button activates the “Running Mode” toolbar at
the bottom of the screen.
From this toolbar, the Running Mode can be changed.
If only Economy Mode is available, the mode selection is not usable
(dimmed).
Normally only Economy Mode is available as Running Mode; additional
modes (e.g. TC Cut Out Mode) may be available as an option.
Pressing a button representing any available mode will issue a command to
the control system requesting a change to the corresponding mode.

1.1.5 Governor Mode

The [Governor Mode] button contains a status field indicating the current
active Governor Mode.

Pressing the [Governor Mode] button activates the “Governor Mode” toolbar
at the bottom of the screen.
From this toolbar, the Governor Mode can be changed.
Pressing a button representing any available mode will issue a command to
the control system requesting a change to the corresponding mode.

For normal operation the following modes are available:

• RPM Control
Speed mode – provides the most rigid speed control, leading to large fuel
index variations.
Use this mode when making performance measurements and adjust-
ments.
• Torque Control
Torque mode – the speed control is dampened when the actual speed is
close to the speed command, providing speed control without large fuel
index variations, but allowing larger speed variations.

1.1.6 Pressure indicators

The pressure indicators (Start Air, Inlet Oil, Hyd. Oil and Scav. Air) consist of a
bar graph and a status field.

Both the bar graph and the status field indicate the actual pressure of the
medium.
 703-45

1.1.7 Auxiliary system status indicators

The systems status indicators display information of the operation mode of

auxiliary systems controlled by the ECS.
These are all indicators and do not allow changing modes or status.
(Changing modes or status is made on the each screens described later.)

The indicators are:

• HPS Auto, Manual
• Lubricator Running, Stopped, Prelube, LCD On
• Auxiliary Blowers represented by two status fields:
Operation mode Auto, Manual
Current status Stopped, Starting, Running, Failed.
The following indicators are option:
• PTO Off, Allowed Request, Request (with yellow and
warning if parameter for switching on the PTO is not
fulfilled), Permission.
(PTO; Power Take Off)
• Var XBP percentage open
(Variable XBP; eXhaust gas By-Pass)
• On/Off XBP Open, Closed
• VT See separate manual.
(VT; Variable Turbocharger system)
• WHR Off, Allowed Request, Request (with yellow and
warning), Permission.
The WHR is ready for use when Allowed is shown.
(WHR; Waste Heat Recovery)

1.1.8 Start Status

The Start Status indicator shows information on the status of a start attempt.

The status shown can be one of the following:

• Stopped
• Running
• Repeated Start (yellow)
• Slow Turn Failed (red)
• Start Failed (red)

1.1.9 Speed

The Speed indicators consist of a bar graph and a set of status fields.
For FPP, the bar graph is centred at 0 and Ahead and Astern is up and down
respectively.
For CPP, the bar graph 0 is at the bottom.

The Set Point and Actual running speed of the engine are shown in two fields
above the graph.
 703-46

The uppermost display is the speed command modifier.

The function of Speed Modifier is to control the actual speed command.
When the function is active, the applied modifier is shown in the Speed
Modifier Indicator.

The available modifiers are as follows:

Stabilising The Stabilising modifier defines a speed set point that ensures
the starting of the engine.
Stop The Stop modifier sets the speed set point to zero.

Minimum Speed The Minimum Speed modifier defines a minimum speed set point
during operation of the engine.
Maximum Speed The Maximum Speed modifier defines a maximum speed set
point during operation of the engine.
Fixed Speed Set Fixed Speed Set modifier is activated when running in pitch
backup mode from bridge (Option for CPP systems).
Shut Down The Shut Down modifier sets the speed set point to zero.

Slow Down The Slow Down modifier sets the speed set point to SLOW level.

PTO The speed is kept higher than ordered to keep the shaft
generator connected during start up of the auxiliary engines.
Speed Ramp Increase and decrease of speed is limited by the ramp.

Load Program The Load Program modifier makes it possible to load the engine
gradually during a predefined time period.
Barred Speed Indicates that the modifier has changed the preset from inside a
Range *) barred range to either above or below barred range limit.
RPM Fine Adjust The speed is being modified according to the setting entered in
the “RPM File Adjustment” toolbar on the Operation screen.
Run Up/Down Increase/decrease of speed is regulated by run-up/down
Prog. program.
Chief Max Speed The engine speed is limited by the setting entered in the [Chief
Max Speed] button on the Chief Limiters screen.
WHR The speed is kept higher than ordered to keep the shaft
generator connected during start up of the auxiliary engines.
QPT (Quick The speed is kept below barred speed range limit for a certain
Passing Through) amount time or until a given index margin is available, before
(FPP engines only) allowing the speed set point to go above barred speed range.

* If the engine and shaft line has a Barred Speed Range (BSR) this is indicated
with hatch marks on the side of the bar graph.
Most engines have two barred speed ranges and the ranges are identical in
the ahead and astern directions.
The Barred Speed Range modifier is active when the active control station is
either Bridge or ECR, the modifier is not active when operating from the LOP.
 703-47

1.1.10 Barred Speed Range Operation (FPP Engines)

If the engine and shaft line has a Barred Speed Range (BSR) this is indicated
with hatch marks on the side of the Speed bar graph.
It is usually a class requirement to be able to pass the BSR quickly.

The quickest way to accelerate through the BSR is the following:

1) Ensure that the Governor Mode is in RPM Control when the engine speed is
close to the BSR.

2) Set the speed set point to a value just below the BSR.

3) Wait while the vessel accelerates to a vessel speed corresponding to the

speed set point.

4) When the vessel speed corresponds to the speed set point, then increase the
speed set point to a value above the BSR.

The quickest way to decelerate through the BSR is the following:

On some vessels, and depending upon the initial vessel speed, the rpm may
not quickly drop through the BSR when decelerating.
This occurs when the vessels’ speed keeps the propeller rotating although
the engine fuel index is zero, this is also known as propeller wind milling.

1) Ensure that the Governor Mode is in RPM Control when the engine speed is
close to the BSR.

2) Set the speed set point to a value just above the BSR.

3) Wait while the vessel decelerates to a vessel speed corresponding to the

speed set point.

4) When the vessel speed corresponds to the speed set point, then decrease
the speed set point to a value below the BSR.
 703-48

1.1.11 Fuel Index

The Fuel Index indicator consists of a bar graph and a set of status fields.
The bar graph represents the current Limiter and Actual fuel index and both
index values are shown in two fields above the graph.
The uppermost display is the Index limiter which indicates the current
effective or nearest limiter.

The governor function will limit the Fuel Index command according to the
actual engine operating conditions.
If no limiter is currently active the nearest limiter is displayed on a light blue
background.
When a limiter is active it is displayed on a dark blue background.

Available limiters are as follows:

Start The Start limiter defines a fixed amount of fuel to be used for the
first injections during start.
Chief Index The Chief Index limiter defines a maximum amount of fuel to be
injected according to the settings done by the chief at the Chief
Limiters screen.
Scav. air pressure The Scav. air pressure limiter defines a maximum amount of fuel
to be injected based on the actual scavenge air pressure, in order
not to over-fuel the engine.
Torque The Torque limiter defines a maximum amount of fuel to be
injected according to actual engine speed.
This is to ensure that the engine torque does not exceed
recommended levels.
Hyd. Power The Hyd. Power Supply limiter defines a maximum amount of fuel
Supply oil to be injected according to actual hydraulic power supply
requirements, in order to ensure that the hydraulic power supply
pressure does not drop below a minimum operation limit.
Running Mode The Running Mode limiter defines a limitation of the current
selected running mode.
This limiter cannot be increased by “Increase Limitation”.
Chief Load The Chief Load limiter defines the maximum allowed engine load
set by the chief at the Chief Limiters screen.
This limiter cannot be increased by “Increase Limitation”.
Compression The Compression Pres. limiter defines the maximum scavenge
Pres. air pressure when running with stopped (closed) exhaust valve
operation.
Lambda The Lambda limiter defines a maximum amount of fuel to be
injected based on the actual excess air ratio, in order not to
over-fuel the engine.
 703-49

1.1.12 Prepare Start

The [Prepare Start] function is normally to be activated before start if the

engine has been stopped for some time.
Pressing the button will start the cylinder prelubrication and the auxiliary
blowers (if blowers stopped).
When pressed, the button will stay down until the procedure is completed.
If the engine has not been started within a certain time, the auxiliary blowers
will automatically stop.

The command is available only when the engine is stopped and the Prepare
Start procedure is not running.

1.1.13 Slow Turn

The [Slow Turn] function is used during preparations before start of the
engine, and is normally to be used with the indicator cooks open.

Slow Turn can be used for in the following situations:

• Visual inspection of the blow out.
• For exhaust valve operation verification, if one or more CCUs have been
rebooted, see “Starting-up, Manoeuvring, and Arrival in Port”, Item 2.

Slow Turn is activated when the button is selected and the speed control dial
is set to the RUN position.
The starting air through the slow turn valve rotates the engine until the speed
control dial is set to the STOP position.

If manual Prepare Start has not been executed before Slow Turn is carried
out, the system will automatically perform one.

1.1.14 Auto

The [Auto] button is pressed when start preparations are completed, and the
engine has to be started.
The engine will perform a normal automatic start when the button is selected
and the speed control dial is set to the RUN position.

If manual Prepare Start has not been executed, the system will automatically
perform one.

1.1.15 Air Run

The [Air Run] button function is only available in Chief level.

Air Run can be used in the following situations:

• When checking the Tacho system (test), starting air valve test and after
maintenance (and after check with the turning gear) to check the function
and movement.
• For exhaust valve operation verification, if one or more CCUs have been
rebooted, see “Starting-up, Manoeuvring, and Arrival in Port”, Item 2.
 703-50

Air Run function is similar to Slow Turn, except that the main starting valve is
open and the engine is running faster.

Air Run is activated when the [Air Run] button is pressed and the speed
control dial is set to the RUN position.
The starting air rotates the engine until the speed control dial is set to the
STOP position (or the engine is started by pressing the [Auto] button).

1.1.16 Pitch (CPP systems only; Plate 70324B)

The Pitch indicator is only shown on ships with CPP systems.

The Pitch indicator consists of a label and a bar graph, indicating the current
pitch setting.
The label uses + (plus) or (minus) to indicate positive (Ahead) or negative
(Astern) pitch.
The bar graph is centred at 0 and positive/negative is up/down respectively.
The Pitch indicator bar graph uses a pointed graph to underline the direction
(sign) of the current pitch.
Furthermore, when pitch is negative (Astern), the bar graph turns yellow.

1.2 Status (Plate 70325)

The Status screen provides extended engine information specifically for use
when changing the status of the engine i.e. in the process from FWE to
Standby state or vice versa.

1.2.1 Main State

The Main State field contains 3 (three) status fields indicating the current
sub-telegraph command states and the states of the engine.
(See Item 1.1.1.)

1.2.2 Start Conditions

The Start Conditions field is a status list, showing if the engine is in the
intended state (FWE, Standby or At Sea).
The conditions shown in bold must be fulfilled before the intended state can
be obtained.

If a condition is shown with a green (check mark), the condition is in

accordance with the intended state.
If a condition is shown with a red background and a white ! (exclamation
mark), the engine is not ready for starting.

If the condition is not relevant the background is dimmed, but a check mark or
exclamation mark will still indicate the status for the condition.
 703-51

The possible status indications of each field are listed below:

Main Starting Valve in service position Green: Main Starting Valve is in SERVICE position.
(Standby or At Sea) Yellow: Main Starting Valve is not in SERVICE position.
Main Starting Valve blocked Green Main Starting Valve is in BLOCKED position.
(FWE) Yellow Main Starting Valve is not in BLOCKED position.
Start Air Distribution System in service Green: Start Air Distribution System is in service.
(Standby or At Sea) Yellow: Start Air Distribution System is not in service.
Red: Start Air Distribution System is blocked.
Start Air Distribution System blocked Green: Start Air Distribution System is blocked.
(FWE) Yellow: Start Air Distribution System is not blocked.
Starting Air Pressure Green: OK
(Standby or At Sea) Red: Starting Air Pressure is below level for bridge start.
Control Air Pressure Green: Control Air Pressure is OK.
(Standby or At Sea) Yellow: Control Air Pressure is low.
Red: Control Air is vented.
Control Air vented Green: Control Air is vented.
(FWE) Yellow: Control Air is not vented.
Turning Gear disengaged Green: Turning Gear is DISENGAGED.
(Standby or At Sea) Red: Turning Gear is not DISENGAGED.
Aux. Blowers Green: Auxiliary Blowers are operational.
(Standby or At Sea) Red: Auxiliary Blowers are not operational.
Hyd. Power Supply Green: HPS is OK.
(Standby or At Sea) Yellow: HPS is not OK (e.g. in Manual mode)
Hyd. Pressure Green: HPS pressure is OK.
(Standby or At Sea) Red: HPS pressure is too low.
Zero Pitch before starting Green: Pitch is zero before starting.
(CPP engines only) Red: Pitch is not zero before starting.
(Standby or At Sea)

1.2.3 Start Air

The Start Air indicator displays the system starting air pressure continuously.

1.2.4 Turning Gear

The Turning Gear indicator shows either Engaged or Disengaged.

1.2.5 Control Air

The Control Air indicator displays the system control air pressure continu-
ously.

1.2.6 Hyd. Oil

The Hyd. Oil indicator displays the actual hydraulic oil pressure continuously.
(See “Auxiliaries”, Item 1.1.4.)
 703-52

1.2.7 Blowers

The Blower indicator shows the status of the auxiliary blowers, which is either:
• Stopped
• Running
• Starting
• Failed
(See “Auxiliaries”, Item 1.2.1.)

1.2.8 Crankshaft

The Crankshaft indicator displays the current position of the crankshaft when
turning the engine (for maintenance purposes) with the turning gear, and
allows checking of the position in case of malfunction of starting air valves.

When the engine is running, the field is dimmed.

1.2.9 Pitch Start Blocking (CPP systems only)

Pressing the [Pitch Start Blocking] button activates the “Pitch Start Blocking”
toolbar at the bottom of screen.
From this toolbar, the start blocking can be cancelled.
This function can be used for; e.g. if the engine is stopped with the pitch in
the ahead or astern position, and return to zero pitch is not possible due to
some failure.

Cancel of start blocking can only be performed from Chief level.

When blocking is cancelled this is shown with the text “Blocking Cancelled”
on a yellow background.

1.2.10 Start Status

The Start Status indicator shows the information on the current start status.
Three successive start attempt failures or a slow turn failure will cause Start
Blocked.

The below conditions are indicated in the Start Status indicator:

• Stopped
• Running
• Repeated Start (warning)
• Slow Turn Failed (alarm)
• Start Failed (alarm)

1.2.11 Details

Pressing [Detains] button will display the individual readings of the Start Air,
Control Air and Crank Shaft sensors.
 703-53

1.2.12 Pneumatic Diagram

In addition to the information described above the screen contains a

schematic diagram of the pneumatic start and control air system.
The diagram is intended to indicate the functionality of the system.
For the specific engine, further details can be found in the instruction book
“PNEUMATIC SYSTEM”.

The pilot valves A, B and Slow Turning, can and must be activated to test that
the main starting valve and the slow turning valve open and the tightness of
the starting air valves in the cylinders.
This test is performed regularly after FWE, see “Starting-up, Manoeuvring
and Arrival in Port”, Item 7.

Pressing the field, encircling the pilot valves, activates a toolbar from which
activation of the pilot valves is possible.

1.3 Process Information (Plate 70326A–C)

The Process Information consists of some tabs described in the following.

1.3.1 Running Mode (Plate 70326A)

The displayed values on a light blue background (e.g. Pcomp/Pscav or

Estimated Engine Load) are Set Points or estimates, whereas those on a
dark blue background (e.g. Speed Actual or Hyd. Oil Actual) are actual
measurements.
When the engine load is below approximately 15% of MCR, the fields for
estimated values are dimmed.

The [Running Mode] button shows the engine running mode.

(See Item 1.1.4.)

The Estimated Engine Load indicator displays the estimated engine load
which is calculated by fuel index and engine speed.
The Estimated Engine Load is calculated internally within the ECS and is
referred to as the internal load estimation.
The internal load estimation differs from the actual engine load (as estimated
by e.g. PMI system) which is referred to as the external load estimation, due
to the way the estimate is determined.
Ensuring equal values between the internal and external load estimation is
important for correct operation of the ECS and thereby the engine.
This is achieved by adjusting the Applied Fuel Quality Offset, see Item 1.4.3.
For more information regarding the external load estimation, see Chapter 706,
“Appendix 2”.

The Maximum Pressure indicator displays the target maximum pressure

which is calculated by the estimated engine load.

The Compression Pressure indicator displays the compression pressure

which is calculated Pcomp/Pscav and Pscav actual.
 703-54

The Pcomp/Pscav indicator displays the target Pcomp/Pscav (ratio between

the compression pressure and scavenge air pressure) which is calculated by
estimated engine load.

The Exh. Valve Open Timing indicator displays the target exhaust valve open
timing which is calculated by estimated engine load.

The Speed Set Point and Speed Actual indicator displays the set point and
actual running speed of the engine respectively.
(See Item 1.1.9.)

The Fuel Index Set Point indicator displays the fuel index set point.
(See Item 1.1.11.)

The Hyd. Oil Set Point and Hyd. Oil Actual indicator displays the oil pressure
set point and actual oil pressure respectively.
(See “Auxiliaries”, Item 1.1.4.)

The Pscav Actual indicator displays the scavenge air pressure continuously.
(See “Auxiliaries”, Item 1.2.1.)

1.3.2 Speed Control (Plate 70326B)

The Command indicator shows the current active control station and the
actual speed command setting on the active control station.
If the speed is fine adjusted, the value is shown in the Fine Adj field.
(See Item 1.1.3.)

The Speed Set indicator displays the set point for the engine speed.
The Speed Modifier field is the list of speed command modifier and shows the
current Modifier (if effective).
The set point for the engine speed is obtained from speed command setting
and speed modifier.
(See Item 1.1.9.)

The Index Limit indicator displays the limiting value to the Fuel Index.
The Governor/Index Limiter field is the list of limiter and shows the current
effective or nearest limiter.
(See Item 1.1.11.)

The Fuel Index indicator displays the actual fuel index.

(See Item 1.1.11.)

The Speed indicator displays the actual engine speed.

(See Item 1.1.9.)
 703-55

1.3.3 LDCL (engine dependent) (Plate 70326C)

This tab gives the user an overview of the Load Dependent Cylinder Liner
(LDCL) cooling water system.
By pressing the [Details] button, it is possible to see Set Points and other
detailed information in order to evaluate performance of the control system.

Pressing the [LDCL State] button activates the “Load Dependent Cylinder
Liner State” toolbar at the bottom of the screen (at Chief level).
From this toolbar, LDCL State can be changed either [Auto] or [Stop] mode.

During normal operation the system should be in Auto mode.

Stop mode can be used to force the LDCL pump to stop and set the 3-way
valve to the 100% position.
This is regarded as an error in the system and an alarm will occur.

See Chapter 709, “Water Cooling Systems”, Item 7.

1.4 Process Adjustment (Plate 70327A–D)

The Process Adjustment consists of some tabs described in the following.

On each screen, the value can be adjusted in Chief level.

ECS offers two methods for adjustment of the combustion process:

• Auto-tuning for easy tuning of the cylinder pressures for best engine
performance (see Item 1.4.1)
Auto-tuning functions are available only for engines with PMI on-line.

For detailed user information, see “PMI Auto-tuning, Operation, User’s

Reference Guide”, included in the PMI installation.

• Manual adjustment of process offsets for cylinder pressures (see Item

1.4.2)
This is intended for adjusting cylinder pressures during operating
conditions that do not allow for auto-tuning.

1.4.1 Auto Tuning (Plate 70327A)

Auto-tuning reduces the workload required for operating the engine

continuously at the design conditions, according to the actual running mode
and engine load ordered by ECS.
Auto-tuning covers adjustment of maximum, compression and mean
indicated pressures and is made available as “Continuous Auto-tuning” (fully
automatic) and as “User-controlled Auto-tuning” (each auto-adjustment
session commanded by the engineer).
 703-56

Auto-tuning STATUS; with following conditions fulfilled:

• Index stable
Engine is in steady state operation, indicated by a stable governor index
• Sufficient index
Index is above minimum required level (approximate 25% load, can be
plant dependent)
• Sensor values
Valid sensor values are available from the PMI auto-tuning system and
deviation between cylinders as well as towards the reference are not too
large

The functions for auto-tuning are available, informed in the status bar as
“STATUS: Tuning allowed” (green).
If one or more conditions are not met, the status bar will display “STATUS:
Tuning not available”, and indicate the reason why (yellow or red).

Continuous Auto-tuning

Pressing the [Continuous] button in the toolbar activates the “Continuous

Automatic Tuning” toolbar at the bottom of the screen (at Chief level).
From this toolbar, the engineer can [Start] or [Stop] the Continuous
Auto-tuning
The [Continuous] button also shows whether the the Continuous Auto-tuning
is Running or Stopped.

When the status of the Continuous Auto-tuning is Running, the mean Pmax
and Pcomp pressure levels are automatically adjusted in order to minimise
the deviation between ordered and measured mean value.
The adjustment offsets applied by the “Continuous Auto-tuning” function are
displayed in the lower right corner of the Mean field.
The Continuous Auto-tuning function is only active if the above conditions in
Auto-tuning STATUS are fulfilled and will adjust only within narrower limits
than available to manual adjustment.

User-controlled Auto-tuning

The cylinder pressures are automatically adjusted once, each time the
engineer presses the command button in the toolbar.
This is available for adjusting either the mean press. level or engine balance:

• Mean pressure level

Pressing the Mean field activates the “Tune Values” toolbar of the
pressure in question at the bottom of the screen.
By pressing the [Pmax] or [Pcomp] button from this toolbar, the engineer
can command an auto mean deviation adjustment of the pressure in
question.
If [All] button is pressed both the Pmax and Pcomp Mean pressures will be
adjusted automatically.
The result will be a minimised deviation between the ordered and the
actual mean pressure.
This function should be used when deviation is larger than allowed to be
adjusted automatically by the “Continuous Auto-tuning” function.
 703-57

The “User-controlled Mean Deviation” function is intended only for

adjustments in relation to fuel property changes, and only when engine is
running above Pmax Break Point.

Executed at lower loads below Pmax Break Point, it is required for safe
engine operation to check the maximum pressures and re-adjust if
necessary when engine load is increased, otherwise it may lead to too
high Pmax at high engine loads and thereby risk of engine damage.

• Engine balance
Pressing the Deviation field activates the “Tune Values” toolbar of the
pressure in question at the bottom of the screen.
By pressing the [Pmax], [Pcomp] or [Pi] button from this toolbar, the
engineer can command an auto Balancing adjustment of the pressure in
question.
If [All] button is pressed, both the Pmax, Pcomp and Pi Balancing will be
adjusted automatically.

1.4.2 Manual Adjustment of Process Offsets

The cylinder pressures can be adjusted by manually setting the

corresponding process offsets for control of fuel injection timing and exhaust
valve closing time.

Before making any performance measurements and adjustments select the

Governor Mode in RPM Control, see Item 1.1.5.
Performance measurements and adjustments should always take place
during calm weather/sea conditions.

a) Cylinder Load (Plate 70327B)

Pressing the [High Load Offset] or [Low Load Offset] button activates the
corresponding toolbar at the bottom of screen.
From this toolbar, the balance of the engine load balance can be adjusted by
adjusting the relation the load and the mean indicated pressure at each
cylinder.
This screen is mainly used by the engine builder.

b) Cylinder Press. (Plate 70327C)

Pressing the [Pmax Offset], [Pcomp/Pscav Offset] or [Exhaust Valve Open

Timing Offset] button activates the corresponding toolbar at the bottom of
screen.
From this toolbar, Pmax, Pcomp/Pscav ratio, or Exhaust Valve Open Timing
can be adjusted by offset to reference value which is set at shop test.
The adjustment ranges are:
• Pmax ± 2.0 MPa (± 20 bar)
• Pcomp/Pscav ratio ±2
• Valve Timing 0 to -2°, earlier than reference value
 703-58

The “Pmax Offset All” function is intended used when engine is running
above Pmax Break Point.

Executed at lower loads below Pmax Break Point, it is required for safe
engine operation to check the maximum pressures and re-adjust if necessary
when engine load is increased, otherwise it may lead to too high Pmax at
high engine loads and thereby risk of engine damage.

1.4.3 Fuel Quality (Plate 70327D)

From this screen, the engineer can correct the fuel index related to the fuel oil
properties (at Chief level).

Set the “Lower Calorific Value” and “Density @ 15 °C” of used fuel oil in
corresponding fields.
The specific calorific value and fuel oil density must be checked in the actual
fuel oil specification delivered with the fuel oil samples at bunkering.
Set the actual temperature of fuel oil engine inlet during the Manual
Adjustment of Process Offsets in the “Fuel Temp.” field.

When entering new fuel oil quality values, the ECS will suggest a new value
for Fuel Quality Offset.
The Suggested Fuel Quality Offset does not influence the engine in any way.
In order to change the actual running conditions it is necessary to change the
Applied Fuel Quality Offset.

Adjusting the Applied Fuel Quality Offset is required in order to ensure that
the internally estimated engine load (as displayed in the Estimated Engine
Load indicator, see Plate 70326A) corresponds with actual engine load (as
estimated by e.g. PMI system), which is referred to as the external load
estimation.

Ensuring equal values between the internal and external load estimation is
important for correct operation of the ECS and thereby the engine.

If the Online Correction described below is not in use, then the Suggested
Fuel Quality Offset is a good starting point for determination of the correct
Applied Fuel Quality Offset.
However, the final value must be found in an iterative process where internal
load estimation and external load estimation are compared and Applied Fuel
Quality Offset is adjusted.

Mismatch between the internal and external load estimation can give rise to a
wide range of problems (including, but not limited to, too restrictive fuel index
limiters, wrong cylinder pressures and wrong cylinder lube oil amount).
 703-59

1.5 Chief Limiters (Plate 70328)

1.5.1 Chief Max Speed

Pressing the [Chief Max Speed] button activates the “Chief Max Speed”
toolbar at the bottom of screen.
From this toolbar, the maximum engine speed can be limited.
Note that it is not possible to set beyond the value which is displayed in the
Engine Max. Speed indicator.

1.5.2 Engine Max. Speed

The Engine Max. Speed indicator displays the maximum engine speed.
The Engine Max. Speed is normally set to 105% of MCR speed.

1.5.3 Chief Max Load

Pressing the [Chief Max Load] button activates the “Chief Max Load” toolbar
at the bottom of screen.
From this toolbar, the maximum engine load can be limited.
Note that it is not possible to set beyond the value which is displayed in the
Engine Max. Load indicator.

1.5.4 Engine Max. Load

The Engine Max. Load indicator displays the maximum engine load.
The Engine Max. Load is normally set to 100%.

1.5.5 Cylinder Index Limit

Pressing the [Cylinder Index Limit] button activates the “Chief Index Limit”
toolbar at the bottom of screen.
From this toolbar, the all cylinder loads or corresponding cylinder load can be
limited (adjusted).
Setting the value to 0 (zero) cuts out the fuel oil pressure booster on the
corresponding cylinder.
Before taking a cylinder out of operation the restrictions in Chapter 704,
“Running with Cylinders or Turbochargers out of Operation” must be taken
into consideration.

1.5.6 Exhaust Valve operation

Pressing the [Exhaust Valve operation] button activates the “Exhaust Valve
Operation” toolbar at the bottom of screen.
From this toolbar, the corresponding exhaust valve operation can be stopped
with closed condition.
This function may be useful in case of cylinder cut out operation.

In order to avoid a risk of cylinder cover lift due to the high compression
pressure, stopping an exhaust valve with close position must only be
performed when the scavenge air pressure is below 0.09 MPa (0.9 bar).
 703-60

WARNING

Do not stand near the cylinder cover during the engine operation with the
exhaust valve closed position, owing to the possible risk of the cylinder
cover lift.
High pressure combustion gas can suddenly be emitted.

To disable the exhaust valve operation and secure it in open position, see the
instruction book “MAINTENANCE”, Procedure 906-28.

1.5.7 HCU status and reset

On this button the current HCU status on each unit can be observed, the
current status can be either Normal or Fault.

If a fault has occurred, fuel oil injection will stop on the unit in question until
the fault has been rectified and reset.

A faulty HCU unit can be selected and reset in the toolbar.

HCU fault reset should only be done after proper investigation and
rectification according to the alarm text.
HCU fault can only be reset when the engine speed is reduced to a certain
level (engine dependent).

If a HCU Fault has occurred then the system will create a HCU Event.
See “Maintenance”, Item 1.6.3.
 703-61

Auxiliaries

1. Auxiliaries

The Hydraulic Power Supply, Scavenge Air and Cylinder Lubrication are
monitored in the Auxiliaries Main Navigator.

From each menu, the engineer can control and monitor these systems.
The screens are:
1.1 Hydraulic System
1.2 Scavenge Air
1.3 Cylinder Lubrication

1.1 Hydraulic System (Plate 70329)

This screen shows a simple schematic drawing of the HPS (Hydraulic Power
Supply).
The screen shows from three to five engine-driven pumps (depending on
engine type) and two electrically driven start-up pumps.
A bypass valve from pump pressure side to suction side is also shown.

At the bottom of the screen the [Details] button is placed.

Activation of this button reveals a view with all individual pressure readings
available on the system.
(Pressing the button a second time brings you back to the default screen).

1.1.1 HPS Mode

Pressing the [HPS Mode] button activates the “HPS Mode” toolbar at the
bottom of the screen (at Chief level).
From this toolbar, HPS Mode can be changed either [Automatic] or [Manual].

In Automatic mode, the following commands can be performed (see Item

1.1.4):
• Select one of engine-driven pumps as Pressure Controlling pump.
• Select one of the electrically driven start-up pumps as Master.

In Manual mode (at Chief level), the following commands can be performed:
• Adjustment of the current hydraulic pressure set point (see Item 1.1.3).
• Manual start/stop of the electrically driven start-up pumps (see Item 1.1.4).
• Operate engine-driven pumps bypass valve (see Item 1.1.5).

1.1.2 Pump Torque Limiter

The torque limiter has two functions:

• The total torque to the engine-driven pumps must not exceed a level that
can harm gear and chain.
Hence, to protect gear and chain, the sum of the swash plate positions
must not exceed a predefined value (Engine specific.)
• To protect the individual pumps from breakdown or damage.
 703-62

Pressing the [Pump Torque Limiter] button activates the “Pump Torque
Limiter” toolbar at the bottom of the screen (at Chief level).
From this toolbar, Pump Torque Limiter can be changed either [Activated] or
[Cancelled].

When the limiter is active, the electrically controlled swash plates in the
pumps are only allowed to deflect to an electrically controlled maximum
position.
When the limiter is cancelled, the electrically controlled swash plates in the
pumps are allowed to deflect to the mechanical limitation, if the need is there.
Cancellation of the limiter will raise an alarm on the MOP.

1.1.3 Inlet Oil, Set Point and Hyd. Oil

The Inlet Oil indicator displays the HPS inlet oil pressure continuously.

The oil pressure set point is shown at [Set Point] button, whereas the actual
oil pressure is shown at the Hyd. Oil indicator.

Pressing the [Set Point] button activates the “Set Point” toolbar at the bottom
of the screen (at Chief level and the HPS Mode is in Manual).
From this toolbar, oil pressure Set Point can be adjusted.

Manual adjustment of the set point is only intended as an option in test and
failure situations.
Both the normal operating pressure and the shutdown pressure are set at
commissioning and is engine dependent.
See “Guidance Alarm Limit and Measuring Values”.

1.1.4 Engine-driven pumps and electrically driven start-up pumps

Pressing the engine-driven pump’s symbol (button) activates the “Pump”

toolbar at the bottom of the screen (both at Operator level and Chief level).
From this toolbar, the engineer can [Select as Controlling] mode the
engine-driven pump in question.

The state and delivery amount of each engine-driven pumps are shown on
engine-driven pump’s symbol (button).
Status is one of Ctrl, Folw or Fail.

The displacement of the selected pump as Ctrl (controlling) mode is

controlled according to the required pressure set point.
The other pumps become Folw (following) mode and slowly track the
displacement of the Ctrl mode pump, levelling out pumping work among the
pumps.

If the failure is detected on the Ctrol mode pump, the pressure control is
transferred to one of the other pumps, so that the pump with the failing sensor
will be changed to Folw mode.
For other errors in the pump control, the Engine Control System will order the
corresponding pump to maximum displacement in the ahead direction.
 703-63

Pressing the electrically driven start-up pump’s symbol (button) activates the
“Pump” toolbar at the bottom of the screen.
From this toolbar, electrically driven start-up pump can be [Select(ed) as
Master] mode (both at Operator level and Chief level).
Furthermore, from this toolbar, it is possible to [Start] or [Stop] the individual
electrically driven start-up pump (at Chief level and the HPS Mode is in
Manual).

The each electrically driven start-up pump’s symbol (button) shows the state
of each pump.
Status is one of Stopped, Running or Failed, and Master is shown at Master
mode pump.

At first the Master side pump starts.

The other side pump is started, if the system pressure;
• rises too slowly during pressure build-up
• drops below a certain level during engine stop

For operation of electrically driven start-up pump, see “Starting-up,

Manoeuvring and Arrival in Port”, Item 1.6.

1.1.5 Pump Bypass

On the main pressure line from the engine-driven pumps, a bypass valve is
installed.

At normal running with HPS mode in Automatic, the bypass valve will open
automatically in the event of shutdown of the engine.

This returns the pressurized oil due to wind milling to the suction side of the
pumps and thereby avoids cavitation and unintended wear on the pump
parts.
Also, if the shutdown is due to a leakage at the high pressure side, and the
engine keeps turning due to wind milling, the amount of oil spilled can be
reduced by leading the oil back to the suction side.

By opening/closing the bypass valve manually, it is possible to check the

valve working properly.
The bypass valve opening/closing is to be checked manually every 6 months.
The bypass valve is to be tested at engine still stand.

Pressing the bypass valve’s symbol (button) activates the “Pump Bypass”
toolbar at the bottom of the screen (at Chief level and the HPS Mode is in
Manual).
From this toolbar, it is possible to [Open] or [Close] the bypass valve.

As the bypass valve is controlled both via ACU1 and ACU3 for redundancy
reasons, manual operation can be performed either from ACU1 or ACU3.
 703-64

1.2 Scavenge Air (Plate 70330A–D)

The Scavenge Air has one or more (Option) tabs described in the following.

1.2.1 Main (Plate 70330A)

The Main tab contains information and controls for monitoring and operating
the auxiliary blowers, and displays the exhaust gas bypass or VT system if
equipped, see Item 1.2.2.

The Pscav Actual indicator displays the scavenge air pressure continuously.
By pressing the [Details] button, indication of the current scavenge air
pressure is shown for each scavenge air sensor.

Pressing the [Blowers Mode] button activates the “Blowers Mode” toolbar at
the bottom of the screen (at Chief level).
From this toolbar, Blower Mode can be changed either [Automatic] or [Manual].

The blowers are normally operating in Automatic mode.

The blowers start and stop conditions are:

The blowers are started when:

• The current sub-engine command state is put on Standby.
• If blowers stopped; [Prepare Start] button is pressed on “Operation”
screen.
• If blowers stopped; Speed control dial is moved to the RUN position,
prompting the system to perform an automatic Prepare Start (engine start
is delayed until blowers are running).
• Engine is running and the scavenge air pressure is below 0.05 MPaG
(adjustable).

The blowers are stopped when:

• Engine is shut down.
• The current sub-engine command state is moved to the FWE position.
• 30 minutes after engine has been stopped (adjustable).
• Engine is running and the scavenge air pressure is above 0.07 MPaG
(adjustable).
• After Prepare Start if no start has occurred within a certain time.

If a switch to manual operation is required; pressing the each blower’s

symbol (button) activates the “Blower” toolbar at the bottom of the screen (at
Chief level and Blowers Mode is in Manual).
From this toolbar, it is possible to [Start] or [Stop] the individual blower.

The screen contains from 2 to 5 blowers, depending on the engine type.

The state of each blower is shown.
Status is one of Stopped, Running, Starting or Failed.

[Manual] operation of the blower is mainly intended for use during

fault-finding and test situations.
Selecting [Manual] Mode will therefore also raise an alarm on the MOP.
 703-65

1.2.2 Main with the exhaust gas bypass or VT system

Monitoring and controlling of the exhaust gas bypass or VT system is

performed from this tab if equipped.
The actual positions and settings of the on/off bypass, the variable controlled
bypass valves, or VT system are always shown on the screen.

Pressing the [Bypass Mode] button activates the “Bypass Mode” toolbar at
the bottom of the screen (at Chief level).
From this toolbar, Bypass Mode can be changed either [Automatic] or [Manual].

When the Bypass Mode is in Manual (at Chief level):

• the On/Off Bypass Actual Position can be changed either [Close] or
[Open].
• the Variable Bypass Actual Position can be adjusted.

For a detailed description of the exhaust gas bypass and VT system, see
separate manuals.

1.2.3 Process Values (Plate 70330B, Option)

The Process Values tab and following description are available except for
the .5 (dot5) engines.

The Process Values tab displays the different values in either the exhaust gas
bypass system or VT system.
It is not possible to change any values or set point on the screen.

The SCU will send a set point to the Pscav controller (the Pscav controller is
a part of the SCU), see “Engine Control System”, Item 2.5.
This set point is displayed in the Pscav Set Point indicator.
The Pscav controller also receives the actual scavenge air pressure
measurement displayed in the Actual Pscav indicator.

The Pscav controller calculates the necessary relative flow area for either the
EGB valve or VT, displayed as Rel. Flow Area indicator.
Depending on engine type, there may be a minimum or a maximum limit
allowed of the flow area, this will be displayed in the Min Limit or Max Limit
indicators respectively.

For a detailed description of the exhaust gas bypass and VT system, see
separate manuals.

1.2.4 TC Speed Balancing (Plate 70330C, Option)

The TC Speed Balancing tab is for turbocharger speed balancing of multiple

variable turbochargers.
The actual speed of the turbochargers is displayed in the Speed field.
Any speed deviation is displayed in the Speed Deviation field.
The optimum condition is achieved if both turbochargers run with the same
speed, and then the efficiency is highest.
 703-66

In case the speed deviation is too large, it is possible to offset the set point to
the variable nozzle ring to minimize the deviation.
Pressing the [TC] field activates the “Position Offset TC” toolbar at the bottom
of the screen.
From this toolbar, the set point can be adjusted by offset.

For a detailed description of the VT system, see separate manuals.

1.2.5 WHR (Plate 70330D, Option)

The WHR tab displays the different values in the WHR (Waste Heat
Recovery) system.
It is not possible to change any values or set points on the screen.

Common for the values on the valves is that the value either is expressed in
percent of the valve position (angle) or in percent of the effective flow area.

For a detailed description of the WHR system, see separate manuals.

1.3 Cylinder Lubrication (Plate 70331A–B)

This screen provides the operational monitoring and control of the cylinder
lubrication system.

For selecting the type of oil and adjusting the fees rate according to the
sulphur content, see Chapter 707, “Cylinder Lubrication” and the latest
Service Letter.

1.3.1 Flow

The Flow indicator displays the ordered cylinder oil amount in litres/hour.
If one or more lubricators are malfunctioning (e.g. Feedback Failure) the
actual amount applied will differ from this value.
This value is based on the ordered numbers of lubrication strokes and the
displaced amount per stroke.

1.3.2 Total

The [Total] button displays the total ordered amount of cylinder oil used since
the last reset.
This value is based on the ordered numbers of lubrication strokes and the
displaced amount per stroke.

Pressing the [Total] button activates the “Total” toolbar at the bottom of the
screen (at Chief level).
From this toolbar, the indicated total amount can be reset to zero.
 703-67

1.3.3 Prelube

Pressing the [Prelube] button activates the “Prelube” toolbar at the bottom of
the screen.
From this toolbar, pressing the [On] button triggers a prelubrication on all
cylinders and evaluates feedback from the lubricators.

The each lubricator is activated 12 times at the fastest possible speed.

Prelubrication can only be activated if hydraulic pressure is present.

This requires that the engine state (sub-telegraph) is put in the Standby or
that the electrically driven start-up pumps are started manually.

When the engine state (sub-telegraph) is changed from the FWE to the
Standby, the ECS automatically initiates the prelubrication sequence.

1.3.4 LCD

The [LCD] button shows whether the LCD (Load Change Dependent)
lubrication is On or Off.

Pressing the [LCD] button activates the “LCD functionality enabled/disabled”

toolbar at the bottom of the screen (at Chief level).
From this toolbar, the LCD function can be enabled or disabled.

1.3.5 S%

Pressing the [S%] button activates the “S%” toolbar at the bottom of the
screen (at Chief level).
From this toolbar, the S% equal to the sulphur content in the fuel oil used can
be adjusted.

The adjustment range of “S%” is 0.00–5.00 [%].

1.3.6 Brk. Pnt (Break Point)

Pressing the [Brk. Pnt] button activates the “Break Point” toolbar at the
bottom of the screen (at Chief level).
From this toolbar, the Break Point of lubrication algorithms can be adjusted.

This button is used to set the changeover point of lubrication algorithms, i.e.
between the LOAD and SPEED dependent regulation.
A change between the two algorithms is determined by the engines current
fuel index.
If the fuel index is above the Break Point then the lubrication algorithm of
LOAD dependent regulation is used and the current feed rate will be
displayed in the Actual Feed Rate indicators.
If the fuel index is below the Break Point then the lubrication algorithms of
SPEED dependent regulation is used and “Low Load” will be displayed in the
Actual Feed Rate indicators.
The Break Point is set in Fuel Index %.
 703-68

1.3.7 Feed Rate Factor

Pressing the [Feed Rate Factor] button activates the “Feed Rate Factor”
toolbar at the bottom of the screen (at Chief level).
From this toolbar, the Feed Rate Factor for all cylinders can be adjusted.

This button also displays the Feed Rate Factor in “g/kWh%S”.

1.3.8 Basic Feed Rate

The Basic Feed Rate indicator is a calculated rate for the complete lubricator
system in “g/kWh”.

Basic Feed Rate = Feed Rate Factor × S%

Note that when the calculated value of Basic Feed Rate is less than the Min.
Feed Rate, the value of Min. Feed Rate is applied as the Basic Feed Rate.

1.3.9 Min. Feed Rate

Pressing the [Min. Feed Rate] button activates the “Min. Feed Rate” toolbar
at the bottom of the screen (at Chief level).
From this toolbar, the Min. Feed Rate for all cylinders can be adjusted.

This button also displays the Min. Feed Rate Factor in “g/kWh”.

1.3.10 Actual Feed Rate

The Actual Feed Rate indicators and bar graphs per cylinder show the actual
feed rate for each individual cylinder.

1.3.11 Feed Rate Adjust Factor

Pressing the [Feed Rate Adjust Factor] button activates the “Feed Rate
Adjust Factor” toolbar at the bottom of the screen (at Chief level).
From this toolbar, the Basic Feed Rate can be adjusted for every single
cylinder.

The adjustment range of “Feed Rate Adjust Factor” is 0.00–2.00

(corresponding to 0–200%), and normally 1.00 is set.
The cylinder feed rate for every cylinder
= Feed Rate Adjust Factor × Basic Feed Rate

However, if the calculated feed rate is less than the value of Min. Feed Rate,
the value of Min. Feed Rate is applied as cylinder feed rate at corresponding
cylinder.
Remember that the Basic Feed Rate indicator still displays the value of Feed
Rate Factor × S%.
 703-69

1.3.12 Running In

Pressing the [Running In] button activates the “Running In” toolbar at the
bottom of the screen (at Chief level).
From this toolbar, the Basic Feed Rate can be adjusted for every single
cylinder

The adjustment range of Running In is 0.00–2.00 [g/kWh], and normally 0.00

is set.
If a value more than 0.00 is set on Running In, the value of Running In is
applied directly as cylinder feed rate at corresponding cylinder.
However, if set value on Running In is less than the value of Min. Feed Rate,
the value of Min. Feed Rate is applied as cylinder feed rate at corresponding
cylinder.
Remember that the Basic Feed Rate indicator still displays the value of Feed
Rate Factor × S%.

1.3.13 Lubricator Test Sequence

Pressing the [Lubricator Test Sequence] button activates the “Lubricator Test
Sequence” toolbar at the bottom of the screen (at Chief level).
From this toolbar, the engineer can start a continuous activation of the
lubricator at normal injection rate on the particular cylinder concerned or on
all lubricators. (different from “Prelube” where the injection of oil is made at
the fastest possible speed and 12 times, see Item 1.3.3).
When the test is complete, press the [Off] button.

This feature is used after repairs, etc. on the lubricator(s), enabling the
engineer to manually check the lubricator for proper operation.

The lubricator test can only be activated if hydraulic pressure is present.

This requires that the engine state (sub-telegraph) is put in the Standby or
that the electrically driven start-up pumps are started manually.
 703-70

Maintenance

1 Maintenance

The Maintenance screens give an overall view of the status of the ECS
system seen on the following screens:
Plates 70332A–G / 70333 / 70334 / 70348A–D / 70349A–E

These screens can be accessed via the Secondary Navigator by pressing the
[Maintenance] button in the Main Navigator.
They are mainly used at engine commissioning, during fault finding on I/O
cabling/channels and external connections to sensors and during engine
operation.
The use of these screens is therefore relevant for the engineer as well.

1.1 MPC description

To understand the use of the Maintenance screens, an explanation of the

layout of the Multi Purpose Controller (MPC) is appropriate.

The MPC is a computer unit which has no user interface such as a display or
a keyboard, but has a wide variety of inputs/outputs (I/O) for interfacing to
sensors and actuators of the engine, e.g.: (see Fig. 1).

• Inputs such as standard (0)4–20 mA transducers, ±10 V signals, switches

and 24 V binary signals
• Outputs such as (0)4–20 mA, ±10 V signals, contacts and high- speed
semiconductor switches
• Duplicated Control Network for security
• Serial communication controller for either a Remote I/O Network or
point-to-point serial communication
• Service channel to be connected to a laptop PC for service purposes.

 
 


   
   


   
  


 

Fig. 1: The MPC’s wide variety of input/output (I/O) for interfacing to

sensors and actuators of the engines

The main processor of the Multi Purpose Controller is a Motorola 68332,

which is a 32-bit processor and widely used in the automotive industry.
It includes an on-chip timing coprocessor for synchronisation with the
crankshaft rotation and speed measurement.
 703-71

To ease the production of the Multi Purpose Controller, all programmable

components are in-circuit programmable, which also allows field update of
the controller by means of relatively simple tools.

The MPC contains no hard disk or other sensitive mechanical components,

and the software is stored in a non-volatile Flash-PROM memory, this allows
for the application software to be sent to and programmed into the Multi
Purpose Controller through the network, and thereby restore the functionality
after the Multi Purpose Controller has been exchanged with a spare unit from
stock.

There are two types of MPCs; MPC (see Fig. 2) and MPC10 (see Fie. 3).

    

  

   

 

Fig. 2: The MPC

 703-72

   

  

 

Fig. 3: The MPC10

The MPC is equipped with a battery.

This battery is used for back-up power to the clock function of the MPC in the
event that the 24 V power supply is turned-off.
All clocks of all MPC’s are synchronised via the network.
Synchronisation is done regularly and always after power is on after a
possible power off.
The MPC10 can only be used as CCU.

When a new MPC is mounted in the cabinet, the ID Dongle Key in the cabinet
is mounted in the ID Dongle Key plug-in, after reconnecting of all wires, and
before connecting power.
The ID Dongle Key tells the “new” MPC in which cabinet (e.g. CCU 1, ACU 3
or EICU A) it is mounted and, in that way, which software and parameters it
should upload from the MOP SSD (Solid State Disk).

The MPC is also equipped with a Light Emitting Diode (LED), capable of
showing green, yellow or red light.
The LED indicates the current status of the MPC.

During normal running the LED is green.

If the LED is yellow, the MPC is rebooting or is in Test or Configuration Mode.
If the LED is red, the MPC is unavailable.

The MPC is equipped with a reset button.

A reset of the MPC will reboot the MPC, but will but not erase or renew the
software stored in the memory.
If resetting does not solve the problem with a red LED then a replacement of
the MPC might be necessary.
 703-73

1.2 System View I/O Test (Plate 70332A–G)

The icons on Plate 70332A shown on the controllers, show the status of each
single controller, e.g. whether it is in mode:
• Active
• Controlling
• Test
• Configuration
• Blocked
• Not Accessible

By pressing the single controller on this screen (in this case ECU-A is
pressed and shown on Plate 70332B), the actual inputs/outputs on the
selected controller are shown.

The screen shows # (Number), Info, ID, Description and Process Value of
each single channel on the MPC.

Pressing the [MPC Mode] button activates the “MPC Mode” toolbar at the
bottom of the screen, to perform a view of each single channel (at Chief
level).
From this toolbar, the MPC Mode can be changed either [Normal] or [Test].

Changing to Test mode will STOP the MPC from controlling the system.

If all the CCUs have been turned off or changed to Test mode, (after tuning on
the power or switching back to Normal mode), the engine have to be turned
up to 5 full revolutions by the turning gear, Slow Turn or Air Run before fuel oil
is admitted to the cylinders in order to bring the “Exhaust valve activation
status” back to “OK” internal in the ECS software.

By pressing the channel number to the left of the individual channel, the
status and values of this channel is listed on this screen.
On this screen, input channels can be invalidated and re-validated by
pressing Process Value (at Chief level).

Changing the status of a channel may cause the system to malfunction.

The reason for alarm on an input could for instance be a defective sensor or
loose wiring from the sensor to the MPC.
If a channel is invalidated, the ECS will continue to operate in the best
possible way, without the invalidated input sensor value.

1.3 Invalidated Inputs Channels (Plate 70333)

If an input channel is invalidated as described in Item 1.2, it is listed on the

Invalidated Inputs Channels screen.
ID, Ch. No., Single ID and a short description to easily overview and
recognise the channel(s) involved are shown on this screen.
 703-74

The reason for alarm on an input could for instance be a defective sensor or
loose wiring from the sensor to the MPC.
If a channel is invalidated, the ECS will continue to operate in the best
possible way, without the invalidated input sensor value.

Invalided input channels can be re-validated from this screen; select the
channel and press Set Valid (at Chief level).

Changing the status of a channel may cause the system to malfunction.

1.4 Network Status (Plate 70334)

This screen gives the engineer an overall view and exact status of the Control
Network of the ECS.

From this screen, it is possible to see the status of the Network using the
icons named below: (Icons are visible at Plate 70334, bottom)
• OK
• No Reply Single Channel
• No Communication
• Not Accessible
• Online but No Information
• Not Relevant
• Reference
• Cross Connection

When all fields are shown with a green (check mark) everything is okay.

1.5 Function Test (Plate 70348A–D)

The Function Test screen consists of following tabs:

• HCU
• Tacho
• HPS
• Speed Handles

The main purpose of these tabs is to provide the engineer with a tool to test
the function of the HCU, Tacho equipment, HPS, speed control
dial/manoeuvring handle and their related components.
The Function Test tabs are also used to calibrate replaced components, e.g.
in case of replacement of a sensor for fuel oil pressure booster.

The Function Test tabs are made as a step-by-step procedure, guiding the
engineer through the tests.
Each test begins with a few preparation steps in order to ensure the right
conditions before commencing the actual test.
Chief level is required and if not otherwise stated, the engine must be
stopped before commencing the test.

When rebooting an MPC in Test mode, multiple alarms irrelevant to the test
may occur.
 703-75

1.5.1 HCU (Plate 70348A)

The HCU tab focuses on either the FIVA valve or the ELFI/ELVA valves
(engine dependent).

The HCU Function Test can only be used when after maintenance of the fuel
oil pressure booster.

In case the engineer wishes to check the FIVA valve functioning without
maintenance of the fuel oil pressure booster, the “cyclic test” of the exhaust
valve can be used, see Item 1.6.1.

If the HCU Function Test has been carried out, make a scavenge port
inspection to check that there is no fuel oil on the piston crown; remove any
unburned fuel oil from the top of the pistons.

As the HCU Function Test list is longer than the height of the screen, a
scrollbar is placed to the right.

Preparation of HCU Test

Press [Start] button and follow the instructions on the screen.

In order to verify that the fuel oil pressure booster or exhaust valve are
functioning as expected, an assistant must be stationed on the engine top at
the unit in question during the test.
For this test, fuel oil pressure must be present.

Test of FIVA-valve and calibration of Fuel Plunger

If the CCU MPC is not in Test mode when the [Start] button is pressed, the
engineer is prompted to switch to Test mode and reboot the MPC.
Once the MPC has been rebooted, the function test will continue.

For testing of the fuel oil injection components, either the FIVA or the ELFI
valve (engine dependent) will make one fuel oil injection.
The fuel oil injection is verified by the assistant on the engine top by feeling
the shockwave on the respective fuel oil injection pipe, and feeling on the
high pressure pipes.

For testing of the exhaust valve components, either the FIVA or the ELVA
valve (engine dependent) will activate the respective exhaust valve once.
This is verified by the assistant by listening for the “thump” sound of the
exhaust valve opening and closing.

The test values are listed on blue background in the far right column when the
function test is finished and will be under normal circumstances within the
default reference range listed next to the test value column.
 703-76

If for some reason the test value differs from the reference value, this will be
shown in one of the following ways:

Signal and value OK.



Signal not present.

   (Check if the MPC is connected to the network)

Signal value outside reference range.

  (Value electrically out of range or wire-break)

Signal value outside reference range.

 (Signal OK, unit mechanically out of range)

If the test is successfully completed then the user has the option to use the
[Save] button to upload the new calibration set points to the MPCs.
If the save operation should fail, then another attempt should be made after
approximately 30 seconds.

Cyclic Test of Exhaust valve and/or make single fuel injections

When [Start] button is pressed, a set of buttons will appear on the toolbar,
which enables the engineer to start a repeated cyclic test of the exhaust valve,
in other words, the exhaust valve will continue opening and closing until the
[Stop] button is pressed.
Also for the fuel oil pressure booster, a single injection test is possible (both
during the cyclic test and independent of this).

Activation of “single injection” will lead to one full MCR fuel oil injection in the
cylinder.
Several activations will lead to filling of the combustion with fuel oil.

End test

Reboot the CCU MPC to test mode in order to continue with tests or reboot to
set the CCU MPC to normal operating mode (finished with function tests).

1.5.2 Tacho (Plate 70348B)

The Tacho tab allows for the verification of the angles of the Tacho Pick-Ups
and angle encoder fine adjustment of certain parameters.

Test of Tacho Signals

Press [Start] button and follow the instructions on the screen.

Make sure that an assistant is standing by to activate the turning gear, and
verify the crankshaft position.
 703-77

During the test the following is displayed on the screen:

A: xx B: xx (blue background):
If the crank has been turned to the prescribed angle when the background
is blue, then the value is correct.
Continue to next step.

A: xx B: xx (yellow background):
If the crank has been turned to the prescribed angle and the background
is still yellow, then the test has failed.
Continuation of the test is not possible.
By pressing the [Details] button, specific information regarding the failure
is displayed.
Check and adjust the Tacho arrangement.

The “x” in the test can be either T or F

Setting of Fine Adjustment Parameters

As indicated on the screen a certain minimum engine speed is required in

order for the ECS to measure a correct “delta Tacho-B” value.

The “Trigg Offset AH” value that is to be entered must be taken from the PMI
system (see PMI manual).
The “Trigg Offset AH” value is not measured by the ECS, but is required for
setting of the final tacho parameters.
The “Trigg Offset AH” value is found when performing a “PMI 0-diagram” by
the PMI system.
For this reason the “PMI-0 diagram” is required by the PMI system.

1.5.3 HPS (Plate 70348C)

The HPS tab allows for the test and calibration of the hydraulic pumps.
Up to 5 pumps can be present depending on system configuration; each tab
corresponds to a pump.

Preparation

To start the test, press [Start] button and make sure that the electrically driven
start-up pump is in LOCAL control on the starter cabinet and running so that
the necessary hydraulic pressure can be maintained.

Test

Press [Start] button and follow the instructions on the screen.

Make sure an assistant is standing by at the pump to check the swash plate
angle.

During the test the following is displayed on the screen:

(Icons with background colours can be seen in Item 1.5.1)
 703-78

x.x mA (blue background):

Value is OK.
Continue to next step.

x.x mA (red background):

Value is outside the measurement interval (4–20mA).
Continuation of the test is not possible.
Check the sensor and cables.

x.x mA (yellow background):

Value differentiates from the reference value.
Continuation of the test is not possible.
Check the sensor.

If all of the steps are satisfactory, calibration of the specific pump is carried
out by pressing [Save] button.
The test is concluded by rebooting the MPC back to Normal mode.

1.5.4 Speed Handles (Plate 70348D)

The Speed Handles tab is typically used to calibrate a replaced speed control
dial, manoeuvring handle or pitch handle.
The following tests are possible:
• Calibrate Bridge/ECR/LOP speed control dial or manoeuvring handle
position and speed set point
• Calibrate Bridge/ECR/LOP speed control dial or manoeuvring handle
speed set point only
• Calibrate Pitch Actual handle
• Calibrate Pitch Set Point

In Operator level, the current values can be monitored.

In order to do calibration, Chief level access is required.

Calibrate Bridge/ECR/LOP speed control dial or manoeuvring handle

position and speed set point

1) Select the dial or handle which is to be calibrated by selecting the relevant

“Command” tab: Bridge, ECR or LOP.
The last calibrated values will be displayed.
In the following example Bridge is selected, but the same procedure is
applicable for ECR and LOP.

2) Press the [Set Number of Positions] button.

3) Enter the number of “Ahead” and “Astern” positions using the [ ] / [ ]

buttons and press the [Apply] button.

4) Press the [Start].

Position the dial or handle as indicated on the screen (e.g. Max Astern).
Enter the “New Rpm” value using the “Up” / “Down” (e.g. [ ] / [ ]) buttons
and then press the [Next] button to proceed to next step.
 703-79

5) Position the dial or handle as indicated on the screen (e.g. -1).

Enter the “New Rpm” value using the “Up” / “Down” (e.g. [ ] / [ ]) buttons
and then press the [Next] button to proceed to next step.

6) Repeat step 5) until the next dial or handle position is STOP position or
0 min-1 (rpm).

7) Position the dial or handle at STOP position or 0 min-1 (rpm) and press the
[Next] button to continue.

8) Position the dial or handle as indicated on the screen (e.g. +1).

Enter the “New Rpm” value using the “Up” / “Down” (e.g. [ ] / [ ]) buttons
and then press the [Next] button to proceed to next step.

9) Repeat step 8) until the next dial or handle position is “Max Ahead”.

10) Position the dial or handle at “Max Ahead”.

Enter the “New Rpm” value using the “Up” / “Down” (e.g. [ ] / [ ]) buttons
and then press the [Next] button.
The [Next] and “Up” / “Down” buttons will now be disabled and the [Apply]
button will be enabled.

11) Press the [Apply] button to calibrate.

The calibration may take up to a minute.

Calibrate Bridge/ECR/LOP speed control dial or manoeuvring handle

speed set point only

In order to do this, the dial or handle positions must already be calibrated with
valid values.

1) Select the dial or handle which is to be calibrated by selecting the relevant

“Command” tab: Bridge, ECR or LOP.
The last calibrated values will be displayed.
In the following example Bridge is selected, but the same procedure is
applicable for ECR and LOP.

2) Press the [Set RPM Only] button.

3) Press the [Start].

4) If no adjustment is needed, press the [Next] button.

If the “Current RPM” needs to be adjusted, enter a “New RPM” value using
the “Up” / “Down” (e.g. [ ] / [ ]) buttons and then press the [Next] button.

5) Repeat step 4) for all the steps as necessary.

6) When all necessary steps are adjusted, press the [Apply] button to calibrate.
The calibration may take up to a minute.
 703-80

Calibrate Pitch Actual handle

1) Select the Pitch Actual tab.

The latest calibrated values will be displayed.

2) Press the [Set Number of Positions] button.

3) Enter the number of “Ahead” and “Astern” positions using the [ ] / [ ]

buttons and press the [Apply] button.

4) Press the [Start].

Position the handle as indicated on the screen (e.g. Max Astern).
Enter the “New Pitch” value using the “Up” / “Down” (e.g. [ ] / [ ]) buttons
and then press the [Next] button to proceed to next step.

5) Position the handle as indicated on the screen (e.g. -1).

Enter the “New Pitch” value using the “Up” / “Down” (e.g. [ ] / [ ]) buttons
and then press the [Next] button to proceed to next step.

6) Repeat step 5) until the next handle position is STOP position or 0 pitch.

7) Position the handle at STOP position or 0 pitch and press the [Next] button to
continue.

8) Position the handle as indicated on the screen (e.g. +1).

Enter the “New Pitch” value using the “Up” / “Down” (e.g. [ ] / [ ]) buttons
and then press the [Next] button to proceed to next step.

9) Repeat step 8) until the next handle position is “Max Ahead”.

10) Position the handle at “Max Ahead”.

Enter the “New Pitch” value using the “Up” / “Down” (e.g. [ ] / [ ]) buttons
and then press the [Next] button.
The [Next] and “Up” / “Down” buttons will now be disabled and the [Apply]
button will be enabled.

11) Press the [Apply] button to calibrate.

The calibration may take up to a minute.

Calibrate Pitch Set Point

The Pitch Set Point is calibrated in the same way as the previously described
Pitch Actual handle.
The Pitch Set Point tab is selected instead.
 703-81

1.6 Troubleshooting (Plate 70349A–E)

These tabs are used for performing troubleshooting on the HCU, the HPS or
insulation problems.
The HCU Events and HPS Events tabs are used to show the actual
movements of either the FIVA valve or the ELFI/ELVA valves (engine
dependent), and also plunger positions, exhaust valve movements and
swash plate positions in graphs.

1.6.1 HCU (Plate 70349A)

On this tab, activation of either the FIVA valve or the ELFI/ELVA valves
(engine dependent) can be performed to execute fuel oil pressure booster
and exhaust valve movement to check whether the system is working
correctly.

Activation of either the FIVA valve or the ELFI/ELVA valves (engine

dependent) is performed by changing MPC Mode into Test Mode and
activating the buttons displayed in the toolbar.

The cyclic test is only a cyclic activation of the exhaust valve.

Activation must only be performed with stopped engine.

Each activation of the fuel oil pressure booster results in a fuel oil injection
into the cylinder.

1.6.2 HPS (Plate 70349B)

On this tab, the swash plate position for each pump can be regulated to
check whether the system is working correctly.

Activation of the swash plate position is performed by changing MPC Mode

into Test Mode and activating the buttons displayed in the toolbar.
The swash plate position can be seen on input ch 34 and compared with the
desired set point.

When the test is finished, put MPC back to Normal mode.

1.6.3 HCU Events (Plate 70349C) and HPS Events (Plate 70349D)

These tabs are an aid for the engineer and are used to monitor the actual
movements of the HCU and HPS related signal, e.g. used to identify trouble
in case of a malfunction of the electrical and mechanical components.

The HCU Events and HPS Events tabs include a lot of very useful information
for e.g. troubleshooting.
It can however in certain cases be difficult to make quantitative conclusions
based on HCU Events and/or HPS Events logs taken during a situation
where problems are present (e.g. deviating cylinder pressures, hunting
hydraulic pressure, etc.).
 703-82

In those cases it is very helpful to have HCU Events and HPS Events logs
from periods where there were no problems or irregularities.
By comparing these logs with logs from situations where problems are
present it is often possible to make qualitative conclusions regarding the
current problems.
Therefore it is recommended to take manual HCU Events and HPS Events
logs from time to time when no problems or malfunctions are present.

A suggested procedure is to make a note regarding the current speed, fuel

index and internal estimated power together with the names of the HCU
Event and HPS Event logs and then save these on either a USB memory
stick or some other computer (so the logs are still available even if MOP is
later replaced).

Always ensure that any USB memory stick inserted into the MOP is scanned
and cleaned of any malware (e.g. computer virus).

A list of available dumps can be found in the upper left part of the list - newest
on top.
To display the contents, mark an element in the list and press [Show
Sequence] button.

Both manual dumps ([Log Manually]) and automatic dumps can be performed
for special failures/alarms.
The event which caused the dump is described in the text above the graph
area.
The time of alarm is shown as a vertical dashed line.
The display of measured values can be turned on and off by pressing the
buttons on the left side of the screen.

By dragging (the cursor turns into a hand) in the area left of the Y-axis or in
the area below the X-axis, the graph can be moved vertically or horizontally.
Zooming can be carried out by drawing a square in the graph area while
“default view” can be recalled by pressing [Zoom to Fit] button.

Storing the PMI diagrams, HCU Events and HPS Events logs from days with
no problems will greatly improve the options available for later trouble
shooting.
Therefore it is a good idea to take the HCU Events and HPS Events logs
together with Performance Measurements and then save it all together.
 703-83

1.6.4 Insulation (Plate 70349E)

When the MPC is connected to an insulation monitor and/or a noise pulse

counter equipment the status is showed on this tab.
This tab can be used to troubleshoot insulations problems, or monitor the
insulation condition.

The insulation level shows slow variations in the “Insulations [kOhm]”.

The insulation level is supervised and two alarms can be generated: “ECS
Insulation level below normal” or “Too low ECS Insulation level”.
The noise pulse counter, counts the number of fast variations observed in the
insulation level on the MPC.
When electrical noise is detected by the “Noise Detect” functionality, an alarm
is generated: “Electrical noise detected”.

For further information on insulation level and noise pulse detection please
contact us.

1.6.5 CoCoS-EDS

As described on Plate 70319, MOP B is connected to the CoCoS-EDS PC

(which also runs the PMI software).

CoCoS-EDS is not a part of the ECS, however it is an essential tool with

regards to troubleshooting and diagnostics.
Therefore it is important that CoCoS-EDS is running correctly and that the
connection is functioning all the time.

The CoCoS-EDS installation includes guidance on how to evaluate and

troubleshoot the connection.

1.6.6 Data logging

In the case that assistance from external parties is needed, it is essential for
trouble shooting that following data is delivered to external parties:
• A clear description of the case
• ECS Alarm/Event Log
• ECS parameter file (file extension: .SPAF)
• ECS HCU data logger files
• ECS HPS data logger files
• EDS data logger files

This information can be gathered automatically with a program called

“DatGat.exe” that is found on the CoCoS-EDS CD.
A description on how to use the “DatGat.exe” program can also be found on
the CoCoS-EDS CD.

The above mentioned data and log files will contribute to speed up the
troubleshooting process, and are for that reason very important for external
parties.
 703-84

Admin

1. System

The screens explained in the following are:

1.1 Set Time
1.2 Version (software and IMO Check Sum)

1.1 Set Time (Plate 70335)

At the Set Time screen, the engineer is able to set the UTC Date/Time (at
Chief level) or to set the time offset for Local Data/Time in intervals down to 5
minutes. (UTC; Universal Time, Coordinated).

Pressing on either [UTC Date/Time] or [Local Date/Time] button activates the

toolbars at bottom of the screen.
From these toolbars, Date and Time can be set.

Pressing the [UTC Date/Time] or [Local Date/Time] buttons enables the

engineer to choose between the time to be displayed at the MOP (Upper right
corner) and in the lists (Alarm List, Event Log, etc.)

Alarms and logs are recorded with both UTC Date/Time and Local Date/Time
regardless of which date/time is selected for displayed.

Always ensure a correct setting of UTC, since the ECS has no connections to
the ship’s master clock.

1.2 Version (Plate 70336)

1.2.1 Background

This screen displays the version type of the ECS controlling the engine.
It displays, in table format, all the controllers that comprise the system,
including specific information related to each controller.

1.2.2 Screen Items

In the upper system information line, general information of the ECS for this
particular engine is shown.
The fields are:

Product Name & Version The name and version of ECS software
Engine Group No. Engine number of the engine number
IMO No. Engine IMO number (former Lloyds number)
Engine Builder Name of engine builder
Eng. No. Engine Serial number
 703-85

1.2.3 Controller Information

In the controller information pane, data for each controller in the system is
displayed.
The pane contains the following: see Item 1.2.4 and 1.2.5.

1.2.4 Controller unit

ID Name of MPC (controller)

Addr. Network Address of MPC
Type Application group the MPC belongs to ACU, CCU,
CWCU*, ECU, EICU or SCU* (* if equipped)

1.2.5 Parameters Check Sums

The Parameter Check Sums are indications of the current parameter values
in the ECS.
They are used as a method for determining if parameters have been
changed.
Especially the IMO Design parameters must not be changed compared to
shop trial values, since they reflect emission and performance relevant
parameters.

No changes made on the MOP will change the IMO Design Parameters
check sums.

It is not possible to recreate the parameters of the ECS from the check sums,
therefore sending a screen dump of this screen is not sufficient for external
parties who inquire about specific parameter values.

1.2.6 Using the Screen

When the screen is first displayed (after power up of a MOP), no information

appears in the table.
Press the [Refresh] button to retrieve the latest system information and
parameter checksums of all controllers connected to the ECS.
(Example data are shown on the Plate70336, however, specific data may
vary.)

If the information stored in one or more controller(s) is not consistent with the
other controllers, a warning message is displayed in yellow by the specific
controller and at the toolbar.

Pressing the [Export Version] button activates the “Export Version” toolbar at
bottom of the screen.
From this toolbar, it is possible save the displayed information in the table on
a USB memory stick or SSD.
The exported file is compressed in ZIP format and must be unpacked to be
readable.
 703-86

The file format is:

SWVersNParamChecksums on <Date & Time> for <MOP> <SW-version> on
IMO <IMO number> Engine no <Engine number>.zip

When unpacked, the .html file can be opened in a normal internet browser
and printed (and signed) if desired.

Pressing the [Export SPAF] button activates the “Export SPAF” toolbar at
bottom of the screen.
From this toolbar, it is possible save a copy of the current values as a SPAF
file in the ECS on a USB memory stick or SSD.
(SPAF; System Parameter File)
The exported file is compressed in ZIP format.
The engine builder or external parties may request to send the SAPF file.

Always ensure that any USB memory stick inserted into the MOP is scanned
and cleaned of any malware (e.g. computer virus).

1.3 Power Off

Pressing the [Power Off] button activates the “Power Off” toolbar at the
bottom of the screen.
From this toolbar, the MOP can be powered off (but the rest of ECS does not
be powered off).
 703-87

Disclaimer regarding the ECS Screenshots

The Plate 70320–70349 shows the images (screenshots) of the MOP

screens.
These plates are used for reference in the other parts of manual and are a
strong visual aid in understanding and getting familiar with the ECS.

It is important to realize that the purpose of these screenshots is to illustrate

the ECS user interface in a qualitative way – not to give quantitative
information regarding the process control and feedback loops.
The values displayed will not always be consistent with those experienced on
a real plant.
These discrepancies include (but are not limited to) the number of active
alarms, process values and set points.

Always consult the specific plant in order to get the precise layout of the MOP
screens.
 Plate 70317 Engine Control System Diagram

      

   

   

     
   

   

   

  


   

          

 


   
  

 
  
   

 
   


 
    

 


 
Plate 70319 MOP Overview


 

 


    

   





 
  





 

Plate 70320 MOP, Alarms Alarm List
Plate 70321A MOP, Alarms Event Log
Plate 70321B MOP, Alarms Event Log
Plate 70322 MOP, Alarms Manual Cut-Out List
Plate 70323 MOP, Alarms Channel List
Plate 70324A MOP, Engine Operation
(for FP-Propeller)
Plate 70324B MOP, Engine Operation
(for CP-Propeller)
 Plate 70325 MOP, Engine Status

(The “Zero Pitch at Start” and the “Pitch Start Blocking” are displayed for CP-Propeller.)

(for CP-Propeller)
Plate 70326A MOP, Engine Process Information (Running Mode)
Plate 70326B MOP, Engine Process Information (Speed Control)
Plate 70326C MOP, Engine Process Information (LDCL)
Plate 70327A MOP, Engine Process Adjustment (Auto Tuning)
Plate 70327B MOP, Engine Process Adjustment (Cylinder Load)
Plate 70327C MOP, Engine Process Adjustment (Cylinder Press.)
Plate 70327D MOP, Engine Process Adjustment (Fuel Quality)
Plate 70328 MOP, Engine Chief Limiters
Plate 70329 MOP, Auxiliaries Hydraulic System
 Plate 70330A MOP, Auxiliaries Scavenge Air (Main)

(Option)
Plate 70330B MOP, Auxiliaries Scavenge Air (Process Values)
Plate 70330C MOP, Auxiliaries Scavenge Air (TC Speed Balancing)
Plate 70330D MOP, Auxiliaries Scavenge Air (WHR)
Plate 70331A MOP, Auxiliaries Cylinder Lubrication
Plate 70331B MOP, Auxiliaries Cylinder Lubrication
Plate 70332A MOP, Maintenance System View I/O Test
Plate 70332B MOP, Maintenance System View I/O Test
Plate 70332C MOP, Maintenance System View I/O Test
Plate 70332D MOP, Maintenance System View I/O Test
Plate 70332E MOP, Maintenance System View I/O Test
Plate 70332F MOP, Maintenance System View I/O Test
Plate 70332G MOP, Maintenance System View I/O Test
Plate 70333 MOP, Maintenance Invalidated Inputs Channels
Plate 70334 MOP, Maintenance Network Status
Plate 70348A MOP, Maintenance Function Test (HCU)
Plate 70348B MOP, Maintenance Function Test (Tacho)
Plate 70348C MOP, Maintenance Function Test (HPS)
Plate 70348D MOP, Maintenance Function Test (Speed Handles)
Plate 70349A MOP, Maintenance Troubleshooting (HCU)
Plate 70349B MOP, Maintenance Troubleshooting (HPS)
Plate 70349C MOP, Maintenance Troubleshooting (HCU Events)
Plate 70349D MOP, Maintenance Troubleshooting (HPS Events)
Plate 70349E MOP, Maintenance Troubleshooting (Insulation)
Plate 70335 MOP, Admin Set Time
Plate 70336 MOP, Admin Version
 ME 4703J 1/11

Remarks:

1) This document can be used as guidance only for setting of external systems (engine protecting
system, alarm monitoring system and etc.), and does not specify the extent of necessary sensors
and its actions (Alarm, Slow down, and Shut down). For actual extent of sensors and its actions,
refer the ship’s specification.

2) Pressure measured position

Measured 1800 mm above the crankshaft center for main L.O. and piston cooling oil.
Measured at the turbocharger rotor center for turbocharger L.O.
measured at each main pipe center except for and .
3) Reset value of the pressure switch is ±0.02 MPa of the alarm value.
4) Reset value of the temperature switch is ±5 °C of the alarm value.
 ME 4703J 2/11

1. Fuel oil system

Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

Press. 8001 Fuel oil inlet MPa 0.7 – 1.0 0.65

Temp. 8005 Fuel oil inlet °C T a) T 5 T+5

a) T: to be adjusted depending on the fuel oil viscosity

2. Lubricating oil system

Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

Press. 8103 Turbocharger L.O. inlet : TCA type MPa 0.12 – 0.22 0.10 0.06

: A100 / A200 type MPa 0.09 – 0.25 0.08 0.06

: MET type MPa 0.07 – 0.15 0.06 0.04

Temp. 8106 Thrust bearing segment : 95/90ME-C °C 40 – 70 75 80 b)

8107 : °C 90

Temp. 8106 Thrust bearing segment : except for 95/90ME-C °C 40 – 65 70 75 b)

8107 : °C 85

(continued – Lubricating oil system)

 ME 4703J 3/11

Ident. Normal Alarm Slow down Shut down

Type Description Unit
No. service value Low High Low High Low High

Press. 8108 Main L.O. inlet : G95ME-C9 MPa 0.23 – 0.29 0.21 c) 0.19 c)

8109 : MPa 0.17 c)

Press. 8108 : G90ME-C10 MPa 0.22 – 0.29 0.20 c) 0.18 c)

8109 : MPa 0.16 c)

Press. 8108 : S90ME-C10 MPa 0.22 – 0.29 0.20 c) 0.18 c)

8109 : MPa 0.16 c)

Press. 8108 : S90ME-C9 MPa 0.22 – 0.29 0.20 c) 0.18 c)

8109 : MPa 0.16 c)

Press. 8108 : G80ME-C9 MPa 0.23 – 0.29 0.21 c) 0.19 c)

8109 : MPa 0.17 c)

Press. 8108 : S80ME-C9 MPa 0.21 – 0.29 0.19 c) 0.17 c)

8109 : MPa 0.15 c)

Press. 8108 : G70ME-C9 MPa 0.21 – 0.29 0.19 c) 0.17 c)

8109 : MPa 0.15 c)

Press. 8108 : S70ME-C10 MPa 0.20 – 0.28 0.18 c) 0.16 c)

8109 : MPa 0.14 c)

Press. 8108 : S70ME-C8 MPa 0.20 – 0.28 0.18 c) 0.16 c)

8109 : MPa 0.14 c)

Press. 8108 : S65ME-C8 MPa 0.20 – 0.28 0.18 c) 0.16 c)

8109 : MPa 0.14 c)

Press. 8108 : G60ME-C9 MPa 0.20 – 0.28 0.18 c) 0.16 c)

8109 : MPa 0.14 c)

(continued – Lubricating oil system)

 ME 4703J 4/11

Ident. Normal Alarm Slow down Shut down

Type Description Unit
No. service value Low High Low High Low High

Press. 8108 Main L.O. inlet : S60ME-C10 MPa 0.19 – 0.27 0.17 c) 0.15 c)

8109 : MPa 0.13 c)

Press. 8108 : S60ME-C8 MPa 0.18 – 0.26 0.16 c) 0.14 c)

8109 : MPa 0.12 c)

Press. 8108 : G50ME-C9 MPa 0.19 – 0.27 0.17 c) 0.15 c)

8109 : MPa 0.13 c)

Press. 8108 : S50ME-C9 MPa 0.19 – 0.27 0.17 c) 0.15 c)

8109 : MPa 0.13 c)

Press. 8108 : S50ME-C8 MPa 0.18 – 0.26 0.16 c) 0.14 c)

8109 : MPa 0.12 c)

Press. 8108 : G45ME-C9 MPa 0.19 – 0.23 0.17 c) 0.15 c)

8109 : MPa 0.13 c)

Press. 8108 : G40ME-C9 MPa 0.19 – 0.23 0.17 c) 0.15 c)

8109 : MPa 0.13 c)

Temp. 8110 Piston cooling oil inlet °C 40 – 47 35 55 60

Press. 8111 Piston cooling oil inlet : G95ME-C9 MPa 0.23 – 0.29 0.21 c) 0.19 c)

: G90ME-C10 MPa 0.22 – 0.29 0.20 c) 0.18 c)

: S90ME-C10 MPa 0.22 – 0.29 0.20 c) 0.18 c)

: S90ME-C9 MPa 0.22 – 0.29 0.20 c) 0.18 c)

: G80ME-C9 MPa 0.23 – 0.29 0.21 c) 0.19 c)

: S80ME-C9 MPa 0.21 – 0.29 0.19 c) 0.17 c)

: G70ME-C9 MPa 0.21 – 0.29 0.19 c) 0.17 c)

(continued – Lubricating oil system)

 ME 4703J 5/11

Ident. Normal Alarm Slow down Shut down

Type Description Unit
No. service value Low High Low High Low High

Press. 8111 Piston cooling oil inlet : S70ME-C10 MPa 0.20 – 0.28 0.18 c) 0.16 c)

t : S70ME-C8 MPa 0.20 – 0.28 0.18 c) 0.16 c)

: S65ME-C8 MPa 0.20 – 0.28 0.18 c) 0.16 c)

: G60ME-C9 MPa 0.20 – 0.28 0.18 c) 0.16 c)

: S60ME-C10 MPa 0.19 – 0.27 0.17 c) 0.15 c)

: S60ME-C8 MPa 0.19 – 0.27 0.17 c) 0.15 c)

: G50ME-C9 MPa 0.19 – 0.27 0.17 c) 0.15 c)

: S50ME-C9 MPa 0.19 – 0.27 0.17 c) 0.15 c)

: S50ME-C8 MPa 0.19 – 0.27 0.17 c) 0.15 c)

: G45ME-C9 MPa 0.19 – 0.23 0.17 c) 0.15 c)

: G40ME-C9 MPa 0.19 – 0.23 0.17 c) 0.15 c)

Temp. 8112 Main L.O. inlet °C 40 – 47 35 55 60

Temp. 8113 Piston cooling oil outlet / cyl. °C 50 – 65 70 75

Temp. 8117 Turbocharger L.O. outlet : TCA type °C 55 – 80 85

: A100 / A200 type °C 70 – 90 110 120 b)

: MET type (except below) °C 55 – 80 85

: MET type (MET33MA/MB) °C 55 – 90 95

Temp. 8118 Main L.O. outlet (Main L.O. cooler inlet) °C 50 – 60 65

(continued – Lubricating oil system)

 ME 4703J 6/11

Ident. Normal Alarm Slow down Shut down

Type Description Unit
No. service value Low High Low High Low High

Temp. 8120 Main bearing metal y) °C 50 – 70 75 80 b)

Temp. 8121 Crankpin bearing metal °C 50 – 70 75 80 b)

Temp. 8122 Crosshead bearing metal °C 50 – 70 75 80 b)

L.O. outlet from main bearing / cyl. y) °C 50 – 60 65 70

Temp. 8123
Deviation from average °C 5 +5 7 +7

L.O. outlet from crankpin bearing / cyl. °C 50 – 60 65 70

Temp. 8124
Deviation from average °C 5 +5 7 +7

L.O. outlet from crosshead bearing / cyl. °C 50 – 60 65 70

Temp. 8125
Deviation from average °C 5 +5 7 +7

Temp. 1270 HPS intermediate shaft bearing f) °C 55 – 60 70 80

b) If the setting value of “slow down” can not be set independently, it can be set the same as those of “alarm value”.
c) To use the timer against the instantaneous variation of value. Timer setting: Max. 3 sec.
e) Pressure loss across the L.O. filter is to be 0.02 – 0.03 MPa at normal service, and the maximum permissible pressure loss is to be 0.05 MPa.
f) Only for the engines with center mounted HPS.
y) Except for the aft most main bearing (journal bearing)

3. Cylinder lubricating oil system

Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

Temp. 8202 Cylinder lubricating oil inlet °C 30 – 60 70

 ME 4703J 7/11

4. Cooling water system (1)

Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

Press. 8401 Jacket cooling fresh water inlet MPa 0.40 – 0.50 0.35 g) 0.25 g)

Press. 8403 Jacket cooling fresh water press. diff. across engine MPa 0.06 0.04 0.02

Temp. 8407 Jacket cooling fresh water inlet °C 68 88

Temp. 8408 Jacket cooling fresh water outlet / cyl. °C 88 – 92 95 98

Press. 8421 Air cooler cooling water inlet : sea water MPa 0.1 – 0.2 0.05 0.35

: fresh water MPa 0.35 – 0.45 0.30 0.55

Temp. 8422 Air cooler cooling water inlet : sea water °C 10 – 32 40

: fresh water °C 10 – 38 40

Temp. 8423 Air cooler cooling water outlet : sea water °C i) 55

: fresh water °C j) 65

g) To use the timer against the instantaneous variation of value. Timer setting: Max. 10 sec.
i) For sea water cooling; the temperature difference between the cooling water inlet and outlet should not exceed 20°C.
j) For fresh water cooling; the temperature difference between the cooling water inlet and outlet should not exceed 27°C.
 ME 4703J 8/11

4. Cooling water system (2): for LDCL (Load Dependent Cylinder Liner) system
Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

Press. 8401 Jacket cooling fresh water inlet MPa 0.37 – 0.45 0.33 g) 0.29 g)

Press. 8404 Jacket cooling fresh water press. diff. across cyl. liner MPa h) h)

Press. 8405 Jacket cooling fresh water press. diff. across cyl. cover MPa h) h)

Temp. 8407 Jacket cooling fresh water inlet °C 62

Temp. 8408 Jacket cooling fresh water outlet (cyl. liner outlet) / cyl. °C T w) T + 10 T + 15

Temp. 8410 Jacket cooling fresh water outlet (cyl. cover outlet) / cyl. °C 80 87 90 x) 95 x)

Press. 8421 Air cooler cooling water inlet : sea water MPa 0.1 – 0.2 0.05 0.35

: fresh water MPa 0.35 – 0.45 0.30 0.55

Temp. 8422 Air cooler cooling water inlet : sea water °C 10 – 32 40

: fresh water °C 10 – 38 40

Temp. 8423 Air cooler cooling water outlet : sea water °C i) 55

: fresh water °C j) 65

g) If the inlet pressure with stopped jacket cooling fresh water pumps is above 0.26 MPa,
Alarm value : inlet pressure with stopped pumps + 0.07, Slow down value : inlet pressure with stopped pumps + 0.03
To use the timer against the instantaneous variation of value. Timer setting: Max. 10 sec.
h) Alarm value: to be decided at commissioning, Slow down value: alarm value – 0.02
w) T: set point by LDCL controller (range: 80 – 120)
x) To use the timer against the instantaneous variation of value. Timer setting: Max. 150 sec.
i) For sea water cooling; the temperature difference between the cooling water inlet and outlet should not exceed 20°C.
j) For fresh water cooling; the temperature difference between the cooling water inlet and outlet should not exceed 27°C.
 ME 4703J 9/11

5. Compressed air system

Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

Press. 8503 Control air inlet MPa 0.65 – 0.75 0.55 k)

Press. 8505 Exhaust valve spring air inlet MPa 0.65 – 0.75 0.55 k)

k) To use the timer against the instantaneous variation of value. Timer setting: Max. 10 sec.

6. Scavenge air system

Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

Press.
8606 pressure loss of scavenge air cooler air side n)
diff.

Press.
8607 pressure loss of turbocharger filter p)
diff.

air cooler cooling

Temp. 8609 Scavenge air receiver °C water inlet 55
+10 – +15

Temp. 8610 Fire detector for scavenge box / cyl. °C 90 120 m)

m) If the setting value of “slow down” can not be set independently, it can be set the same as those of “alarm value”.
n) Alarm value is to be 150% of the pressure loss at the shop trial.
p) Alarm value is to be 150% of the pressure loss at the shop trial.
 ME 4703J 10/11

7. Exhaust gas system

Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

Exhaust gas turbocharger inlet : except for below engines °C 330 – 430 s) 510
Temp. 8701 t) °C 350 – 470 s) 530 z)

: G40ME-C9 °C 350 – 450 s) 510

Exhaust gas outlet / cyl. : except for below engines °C 250 – 375 s) 200 430 450 q)
t) °C 250 – 395 s) 200 470 490 q)
Temp. 8702
: G40ME-C9 °C 250 – 395 s) 200 430 450 q)

Deviation from average r) °C 50 +50 60 +60

Exhaust gas turbocharger outlet : except for below engines °C 185 – 265 s) 350
Temp. 8707 t) °C 200 – 310 s) 350

: G40ME-C9 °C 210 – 280 s) 350

q) If the setting value of “slow down” can not be set independently, it can be set the same as those of “alarm value”.
r) When operating on below 50% LOAD (79.4% SPEED), deviation alarm is cut off.
s) The exhaust gas temperature is based on the following conditions:
Ambient temperature 25°C, Air cooler cooling water inlet temperature 25°C
t) For the engine with EGB tuning, HPT tuning or WHR system
(EGB; Exhaust Gas Bypass, HPT; High Pressure Tuning, WHR; Waste Heat Recovery)
z) 520°C for A100/A200 type turbocharger
 ME 4703J 11/11

8. ME Hydraulic oil system

Ident. Normal Alarm Slow down Shut down
Type Description Unit
No. service value Low High Low High Low High

ME Hydraulic oil (HPS outlet) MPa 22.5 – 30.0 17.0

Press. 1201
Deviation from set point u) MPa 3.0 +3.0

Press. 1204 HPS engine driven pump inlet MPa v) 0.08 0.05

u) The set points depend on the engine loads and on the engine type, and are adjusted by shop test results.
v) Refer ID8111 (Piston cooling oil inlet, Press.)
     

    

    

   

    

     

  

    

   

 
 704-01

Chapter 704
Special Running Conditions

Contents Page

Fire in Scavenge Air Box

1. Cause 704-03
2. Warnings of Fire 704-04
3. Measures to be taken 704-04
4. Scavenge Air Drain Pipes 704-05
4.1 Daily Check with the Engine Running 704-05
4.2 Cleaning of Drain Pipes at Regular Intervals 704-06

Ignition in Crankcase
1. Cause 704-07
A. “Hot spots” in Crankcase 704-07
B. Oil Mist in Crankcase 704-08
2. Measures to be taken when Oil Mist has occurred 704-08

Turbocharger Surging
1. General 704-11
2. Causes 704-11
2.1 Fuel Oil System 704-11
2.2 Exhaust System 704-11
2.3 Turbochargers 704-12
2.4 Scavenge Air System 704-12
2.5 Miscellaneous 704-12
3. Countermeasure 704-12

Running with Cylinders or Turbochargers out of Operation

1. General Information 704-13
2. How to put Cylinder Unit out of Operation 704-15
3. Resuming Operation after taking a Cylinder Unit out of Operation 704-19
4. Running with one Cylinder Misfiring 704-20
5. Turbocharger Special Running 704-21
5.1 How to put Turbochargers out of Operation 704-21
6. Engine Operation with an Inoperative Auxiliary Blower 704-23
7. Low Load Operation 704-23
 704-02

Contents Page

Running with Cracked Cylinder Cover Studs/Staybolts

1. Cylinder Cover Studs 704-24
2. Staybolts (Twin Staybolts) 704-24

Plates
Cutting Cylinders out of Action 70401
Scavenge Air Drain Pipes 70402
Cutting Turbochargers out of Action 70403
Turbocharger Surging 70404
Scavenge Air Spaces, Fire Extinguishing Systems 70405

Appendix
Low Load Operation ME4798
 704-03

Fire in Scavenge Air Box

1. Cause

If flakes of burning or glowing carbon deposits drop into the oil sludge at the
bottom of the scavenge air box, this sludge can be ignited and serious
damage can be done to the piston rod and the scavenge air box walls,
possibly reducing the tension of the staybolts.

Ignition of carbon deposits in the scavenge air box can be caused by:
• Prolonged blow-by
• “Slow combustion” in the cylinder, owing to incorrect atomisation, incorrect
type of fuel oil injection valve nozzle, or “misaligned” fuel oil jets
• “Blow-back” through the scavenge air ports, due to a large resistance in
the exhaust system (back pressure)

To keep the exhaust resistance low, heavy deposits must not be allowed to
collect on protective gratings, nozzle rings and turbine blades, in addition the
back pressure after the turbochargers must not exceed 3.5 kPa.

If the auxiliary blowers do not start during low-load running, on account of a

fault, or the auxiliary blowers running mode is switched to “Manual” after
engine started, but auxiliary blowers are not “Started” manually, unburned
fuel oil may accumulate on top of the pistons.
This will involve the risk of a scavenge air box fire.

In order to avoid such fire:

1) Obtain permission to stop the engine.

2) Stop the engine.

3) Remove any unburned fuel oil from the top of the pistons.

4) Re-establish the supply of scavenge air.

5) Start the engine.

The auxiliary blowers running mode should be in “Automatic” during all

modes of engine control, i.e.:
• Remote control
• Control from LOP (engine side control)
 704-04

2. Warnings of Fire

If the engine stops on shut-down or if the engineer performs a safety stop, the
auxiliary blowers are stopped independently of the operating mode
(Automatic or Manual).

A fire in the scavenge box is indicated by:

• An increase in the exhaust temperature of the affected cylinder
• The turbochargers may surge.
• Smoke from the turbocharger air inlet filters when the surging occurs
• The scavenge air box being noticeably hotter

If the fire is violent, smoky exhaust and decreasing engine speed will occur.

WARNING

Violent blow-by will cause smoke, sparks, and even flames to be blown out
when the corresponding scavenge box drain cock is opened.
Therefore keep clear of the line of injection.

Monitoring device should be installed in the scavenge air space which give
alarm and slow-down at abnormal temperature increase for unattended
machinery space.

3. Measures to be taken

WARNING

Owing to the possible risk of a crankcase explosion, do not stand near the
relief valves.
Violent flames can suddenly be emitted.

WARNING

Do not open the scavenge air box or crankcase before the site of the fire
has cooled down to under 100 °C.
When opening, keep clear of possible fresh spurts of flame.

1) Reduce speed to SLOW and ask bridge for permission to stop.

2) When the engine STOP order is received, stop the engine and switch-off the
auxiliary blowers.

3) Stop the fuel oil supply.

4) Stop the lube oil supply.

 704-05

5) Put the scavenge air box fire extinguishing equipment into function.
To prevent the fire from spreading to adjacent cylinder(s), the ball valve of the
neighbouring cylinder(s) should be opened in case of fire in one cylinder.

6) Remove dry deposits and sludge from all the scavenge air boxes.

7) Clean the respective piston rods and cylinder liners, and inspect their surface
condition, alignment, and whether distorted.
If in order, coat with oil.
Continue checking and concentrate on piston crown and skirt, while the
engine is being turned (cooling oil and water on).
Inspect the stuffing box and bottom of scavenge box for possible cracks.

If a piston caused the fire, and this piston cannot be overhauled at once, take
the precautions referred to in Chapter 703, “Starting-up, Manoeuvring and
running”, Item 4.2, Point 6.

If the scavenge air box walls have been heated considerably, the staybolts
should be retightened at the first opportunity. Before retightening, all engine
parts must be returned to normal operating temperature.

4. Scavenge Air Drain Pipes

See Plate 70402

To ensure proper draining of oil sludge from the scavenge air boxes, thereby
reducing the risk of fire in the scavenge air boxes, it is recommended as
follows:

4.1 Daily Checks with the Engine Running

1) Open the valves between the drain tank and the sludge tank.

2) Close the valves when the drain tank is empty.

3) Check the pipes from flange “DC” to the drain tank venting pipe:

Does air escape from the drain tank venting pipe?

YES: This indicates free passage from flange “DC” to the drain tank venting
pipe.
NO: Clean the pipes as described below, at the first opportunity.

4) Check the pipes from the test-cooks to flange “DC”:

Open the test cocks, one by one, between the main drain pipe and the
scavenge air boxes and between the main drain pipe and the scavenge air
receiver/auxiliary blowers.
Begin at flange “DC”, and proceed towards flange “DE”.

Use this procedure to locate any blockages.

 704-06

Does air or oil blow-out from the individual test-cock?

AIR: The scavenge air space is being drained correctly.
This indicates free passage from the actual test-cock to flange “DC”.

OIL: The scavenge air space is not being drained correctly.

This indicates that the main drain pipe is blocked between the
test-cock which blows-out oil, and the neighbouring test-cock near the
flange “DC”.
Clean the drain pipe as described Item 4.2, at the first opportunity.

4.2 Cleaning of Drain Pipes at Regular Intervals

The intervals should be determined for the actual plants, so as to prevent

blocking-up of the drain system.

Clean the main drain pipe and the drain tank discharge pipe by applying
steam or air during engine standstill.

If leaking valves are suspected, dismantle and clean the main pipe manually.

If steam is used, the risk of corrosion on the piston rods must be considered,
if a valve is leaking.

1) Check that the valve between flange “DC” and the drain-tank is opened.

2) Close all valves between the main drain pipe and the scavenge air boxes,
and between the main drain pipe and the scavenge air receiver/auxiliary
blowers.

If steam is used, it is very important to close all valves, to prevent corrosion

on the piston rods.

3) Open the valve at flange “DE” on the main drain pipe.

This channels the cleaning medium to the main drain pipe.

4) When the main drain pipe is sufficiently clean, open the valve between the
drain tank and the sludge tank.

This will clean the drain tank discharge pipe.

5) When the drain tank discharge pipe is sufficiently clean, close the valve
between the drain tank and the sludge tank.

6) Close the valve at flange “DE”.

7) Finally, open all valves between the main drain pipe and the scavenge air
boxes, and between the main drain pipe and the scavenge air
receiver/auxiliary blowers.
 704-07

Ignition in Crankcase

1. Cause

When the engine is running, the air in the crankcase contains the same types
of gas (N2-O2-CO2) in the same proportions as the ambient air, but there is
also a heavy shower of coarse oil droplets that are flung around everywhere
in the crankcase.

If abnormal friction occurs between the sliding surfaces, or heat is otherwise

transmitted to the crankcase (for instance from a scavenge air fire via the
piston rod/stuffing box, or through the intermediate bottom), “hot spots” can
occur on the heated surfaces which in turn will cause the oil droplets falling
on them to evaporate.

When the oil vapour condenses again, countless minute droplets are formed
which are suspended in the air, i.e. a milky-white oil mist develops, which is
able to feed and propagate a flame if ignition occurs.
The ignition can be caused by the same “hot spot” which caused the oil mist.

If a large amount of oil mist has developed before ignition, the burning can
cause a tremendous rise of pressure in the crankcase (explosion), which
forces a momentary opening of the relief valves.
In isolated cases, when the entire crankcase has presumably been filled with
oil mist, the resulting explosion blows off the crankcase doors and sets fire to
the engine room.

In the event that a crankcase explosion has occurred, the complete flame
arrester of the relief valves must be replaced.

Similar explosions can also occur in the HPS chain casing/gear box and the
scavenge air box.

Every precaution should therefore be taken to:

A. avoid “hot spots”
B. Detect oil mist in time.

A. “Hot Spots” in Crankcase

Well-maintained bearings only overheat if the oil supply fails, or if the bearing
journal surfaces become too rough owing to the lubricating oil becoming
corrosive, or being polluted by abrasive particles, refer to Chapter 708,
“Bearings”, Item 6.

For these reasons, it is very important to:

– Purify the oil correctly.
– Make frequent control analyses.
– Ensure that the filter gauze is maintained intact.

Due to the high frictional speed of the thrust bearing, special care has been
taken to ensure the oil supply to this bearing.
 704-08

Monitoring equipment is included to give an alarm in the event of low

circulating oil pressure.
Keep this equipment in tip-top condition.

Feel over moving parts (by hand or with a “thermo-feel”) at suitable intervals
(15–30 minutes after starting, one hour later, and again at full load, see
Chapter 703, “Starting-up, Manoeuvring and running”, Item 3.2, “Checks
during Loading”, check 7).

Check 2.1, Chapter 702, is still the best safeguard against “hot spots” when
starting up after repairs or alterations affecting the moving parts, and should
never be neglected. If in doubt, stop and feel over.

B. Oil Mist in Crankcase

In order to ensure a fast and reliable warning of oil mist formation in the
crankcase, constant monitoring is provided using an “Oil Mist Detector”,
which samples air from each crankcase compartment.

The detector gives alarm (and slow-down) at a mist concentration which is

less than the lower explosion limit, LEL, to gain time for stopping the engine
before ignition of the oil mist can take place.

See also the instructions book “COMPONENT DESCRIPTION

(ACCESSORIES)”.

2. Measures to be taken when Oil Mist has occurred

WARNING

Do not stand near crankcase doors or relief valves - nor in corridors near
doors to the engine room casing in the event of an alarm for:

a) Oil mist
b) High lube oil temperature
c) Piston cooling oil non-flow
d) Fire in scavenge air box

Alarms b), c) and d) should be considered as pre-warnings of a possible

increasing oil mist level.

WARNING

Do not open the crankcase until at least 30 minutes after stopping the
engine. When opening up, keep clear of possible spurts of flame.
Do not use naked lights and do not smoke.
 704-09

1) Reduce speed to slow-down level.

2) Contact the bridge for permission to stop.

3) When engine STOP order is received, stop the engine and close the fuel oil
supply.

4) Stop the auxiliary blowers running and engine room ventilation.

5) Open the skylight(s) and/or “stores hatch”.

6) Leave the engine room.

7) Lock the casing doors and keep away from them.

8) Prepare the fire-fighting equipment.

9) Stop the circulating oil pump.

Take off/open all the crankcase doors.
Cut off the starting air, and engage the turning gear.

10) Locate the “hot spot”. Use powerful lamps from the start.

Feel over, by hand or with a “thermo-feel”, all the sliding surfaces (bearings,
thrust bearing, piston rods, stuffing boxes, crossheads, telescopic pipes,
vibration dampers, moment compensators, etc.).

WARNING

During feeling over, the turning gear must be engaged, and the main
starting valve and the starting air distributor system must be blocked.
The fall protection equipment should be used.

Look for signs of squeezed-out bearing metal, and discoloration caused by

heat (blistered paint, burnt oil, oxidised steel).
Keep possible bearing metal found at bottom of oil tray for later analysing.

11) Prevent further “hot spots” by preferably making a permanent repair.

Ensure that the respective sliding surfaces are in good condition.

Take special care to check that the circulating oil supply is in order.

12) The complete flame arrester of the relief valves should be replaced.

13) Start the circulating oil pump and turn the engine by means of the turning
gear.

Check the oil flow from all bearings and spray nozzles in the crankcase, HPS
chain casing/gear box and thrust bearing (Check 2.1, Chapter 702).
Check for possible leakages from pistons and piston rods.
 704-10

14) Start the engine.

After:
• 15–30 minutes
• One hour later
• When full load is reached.

– Stop and feel over.

– Look for oil mist.

Especially feel over (by hand or with a “thermo-feel”) the sliding surfaces
which caused the overheating.
See Chapter 703, “Starting-up, Manoeuvring and running”, Item 3.2, Check 7.

15) In cases where it has not been possible to locate the “hot spot”, the
procedure according to point 10) above should be repeated and intensified
until the cause of the oil mist has been found and remedied.

There is a possibility that the oil mist is due to “atomisation” of the circulating
oil, caused by a jet of air/gas, e.g. by combination of the following:
• Stuffing box leakages (not air tight)
• Blow-by through a cracked piston crown or piston rod (with direct
connection to crankcase via the cooling oil outlet pipes)
• An oil mist could also develop as a result of heat from a scavenge fire
being transmitted down the piston rod or via the stuffing box.
Hot air jets or flames could also have passed through the stuffing box into
the crankcase.
 704-11

Turbocharger Surging

1. General

During normal operation, a few sporadic surges will often occur, e.g. at crash
stop or other abrupt manoeuvrings.
Such surges are harmless, provided the turbocharger bearings are in a good
condition.

Continuous surges must be avoided, as there is a risk of damaging the rotor,

especially compressor blades.

All cases of turbocharger surging can be divided into three main categories:

1. Restriction and the fouling the air / gas system

2. Malfunction in the fuel oil system
3. Rapid variations in engine load

WARNING

Avoid standing close to the turbocharger in case of surging.

However, for convenience, the points in the “check lists” below are grouped
according to specific engine systems.
See also Plate 70404.

2. Causes

2.1 Fuel Oil System

• Low circulating or supply pump pressure

• Air in fuel oil
• Water in fuel oil
• Low preheating temperature
• Malfunctioning of deaerating valve on top of venting tank
• Defective suction valve of fuel oil pressure booster
• Sticking fuel oil pressure booster plunger
• Sticking fuel oil injection valve spindle
• Damaged fuel oil injection valve nozzle
• Defect in overflow valve in fuel oil return pipe
• Faulty load distribution (this will be monitored in the ECS)

2.2 Exhaust System

• Exhaust valve not opening correctly

• Damaged or blocked protective grating before turbocharger
• Increased back pressure after turbocharger
• Pressure pulsations after turbocharger
• Pressure pulsations in exhaust receiver
• Damaged compensator before turbocharger
 704-12

2.3 Turbochargers

• Fouled or damaged turbine side

• Fouled or damaged compressor side
• Fouled air filter boxes
• Damaged silencer
• Bearing failure

2.4 Scavenge Air System

• Fouled air cooler, water mist catcher, and/or ducts

• Stopped water circulation to cooler
• Coke in scavenge ports
• Too high receiver temperature

2.5 Miscellaneous

• Rapid changes in engine load

• Too rapid engine speed change:
a) when running on high load
b) during manoeuvring
c) at shut downs/slow downs
d) when running ASTERN
e) due to “propeller racing” in bad weather

3. Countermeasure

Continuous surging can be temporarily counteracted by “blowing-off” from the

valve at the top of the air receiver.

However, when doing this the exhaust temperature will increase and must not
be allowed to exceed the limit values.
 704-13

Running with Cylinders or Turbochargers out of Operation

1. General Information

The engine is designed and balanced to run with all cylinders as well as all
turbochargers working.
If a breakdown occurs which disables one or more cylinders, or
turbochargers, repair should preferably be carried out immediately.

If this is not possible, the engine can be operated with one or more cylinders
or turbochargers out of operation, but with reduced speed owing to the
following:

a) As, in such cases, the air supply is no longer optimal, the thermal load will be
higher.
Therefore, depending upon the actual circumstances, the engine will have to
be operated according to the restrictions mentioned in Item 4 and 5.

Sometimes high exhaust temperatures can occur at about about 30–40%

load, corresponding to 67–73% of MCR speed.
It may be necessary to avoid operating in this range.

b) Pressure pulsations may occur in the scavenge and exhaust receivers, which
can give a reduced air supply to any one of the cylinders, consequently
causing the respective exhaust temperatures to increase.

The Load Limit for these cylinders must therefore be reduced (see Chapter
703, “Engine Operation”, Item 1.5.5) to keep the exhaust temperatures (after
valves) below the value stated in Chapter 703, Appendix “Guidance Alarm
Limits and Measuring Values”.

c) Since the turbochargers will be working outside their normal range, surging
may occur.
The increased temperature level caused by this must be compensated for by
reducing the engine speed, until the exhaust temperatures are in accordance
with the values stated in Chapter 703.

If more than one cylinder must be cut out of operation, and the engine has
two or more turbochargers, it may be advantageous to cut out one of the
turbochargers.

d) When cylinders are out of operation, hunting may occur.

When this happens, the load limit must be limited by decreasing the limiter on
the MOP (see Chapter 703, “Engine Operation”, Item 1.5.5).
 704-14

e) With one or more cylinders out of operation, torsional vibrations, as well as

other mechanical vibrations, may occur at certain engine speeds.

The standard torsional vibration calculations cover both normal running and
misfiring of one cylinder conditions.

The latter leads to load limitations, see Item 4, which in most cases are
irrespective of the torsional vibration conditions; additional restrictions may
occur depending on the specific conditions.

Should unusual noise or extreme vibrations occur at the chosen speed, the
speed must be further reduced.
Because the engine is no longer in balance, increased stresses occur in
crankshaft, HPS chain drive (if applicable).

If no abnormal vibrations occur, the engine can usually be run for a short
period (for instance some days) without suffering damage.

The standard torsional vibration calculations mentioned above do not deal

with the situation where reciprocating masses are removed from the engine
or where the exhaust valve remains open.
In such specific cases, the engine builder must be contacted.

If the engine is to be run for a prolonged period with cylinders out of operation,
the engine builder should always be contacted in order to obtain advice
concerning possible recommended barred speed ranges.

When only the fuel oil for the respective cylinders is cut off, and the starting
air connections remain intact, the engine is fully manoeuvrable.

In cases where the starting air supply has to be cut off to some cylinders,
starting in all crankshaft positions cannot always be expected.

If the engine does not turn on starting air in a certain crankshaft position, it
must be immediately started for a short period in the opposite direction, after
which reversal is to be made to the required direction of rotation.
Should this not give the desired result, it will be necessary to turn the engine
to a better starting position, by means of the turning gear.

Cut off the starting air before turning and open the indicator cocks.
 704-15

2. How to put Cylinder Unit out of Operation

To disable the fuel oil pressure booster operation, see Chapter 703, “Engine
Operation”, Item 1.5.5.

To disable the exhaust valve operation so that the valve remains closed, see
Chapter 703, “Engine Operation”, Item 1.5.6.
To disable the exhaust valve operation and secure it in open position, see the
instruction book “MAINTENANCE”, Procedure 906-28.

For the other respective procedures, see the instruction book

“MAINTENANCE”.

Refer “INSTRUCTION MANUAL FOR ADJUSTMENT & MEASUREMENT” of

this instruction book.

The following Cases (A–F) describe five different methods of taking a single
cylinder unit out of operation.
The extent of the work to be carried out will, of course, depend on the nature
of the trouble.

In cases where the crosshead and crankpin bearing are operative, the oil
inlet to the crosshead must not be blanked-off, as the bearings are lubricated
through the crosshead.

A summary of the various cases in given on Plate 70401.

Case A: Combustion to be disabled

Piston and exhaust actuator still operating compression on

Reasons: Preliminary measure in the event of, for instance: blow-by at piston rings or
exhaust valve; bearing failures which necessitate reduction of bearing load;
faults in the fuel oil injection system.

Procedure:
1) Disable the fuel oil pressure booster operation.

Do not stop cylinder cooling water or piston cooling oil flow.

Load Restriction:
See below Item 4.

Case B: Combustion and compression to be disabled

Piston still moving in cylinder

Reasons: This measure is permitted in the event of, for instance, water is leaking into
the cylinder from the cooling jacket/liner or cylinder cover.

Engine operation must as soon as possible be superseded by the Case D or

Case E.
 704-16

Procedure:
1) Disable the fuel oil pressure booster operation.

2) Disable the exhaust valve operation and secure it in open position.

3) Close the cooling water inlet and outlet valves for the cylinders.
If necessary, drain the cooling water spaces completely.

4) Remove the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.

5) Continue with the measures mentioned in Item 3.

Load Restriction:
When operating in this manner, the speed level should not exceed 55% of
MCR speed.

The joints in the crosshead and crankpin bearings have a strength that, for a
short time, will accept the loads at full speed without compression in the
cylinder.
However, to avoid unnecessary wear and pitting at the joint faces, it is
recommended that, when running a unit continuously with the compression
disabled, the engine speed is reduced to 55% of MCR speed, which is
normally sufficient for manoeuvring the vessel.

During manoeuvres, if found necessary, the engine speed can be raised to

80% of MCR speed for a short period, for example 15 minutes.
During these circumstances, in order to ensure that the engine speed is kept
within a safe upper limit, the over-speed level of the engine must be lowered
to 83% of MCR speed.

Always contact the engine builder for calculation of allowable output and
possible barred speed range.

Case C: Combustion to be disabled

Exhaust valve closed
Piston still moving in cylinder

Reasons: This measure may be used if, for instance, the exhaust valve or the actuator
is defective. Or if ECS control of the exhaust valve is lost.

Procedure:
1) Disable the fuel oil pressure booster operation.

2) Disable the exhaust valve operation so that the valve remains closed.

Do not stop cylinder cooling water or piston cooling oil flow.

3) Continue with the measures mentioned in Item 3.

 704-17

Load Restriction:
When the engine is running with one closed exhaust valve, the compression
pressure can be significantly higher than the normal max. cylinder pressure.

In order to avoid a risk of cylinder cover lift due to the high compression
pressure, stopping an exhaust valve with close position must only be
performed when the scavenge air pressure is below 0.09 MPa (0.9 bar).

WARNING

Do not stand near the cylinder cover during the engine operation with the
exhaust valve closed position, owing to the possible risk of the cylinder
cover lift.
High pressure combustion gas can suddenly be emitted.

Always contact the engine builder for calculation of allowable output and
possible barred speed range.

Case D: Piston, piston rod, and crosshead suspended in the engine

Connecting rod out

Reasons: For instance, serious defects in piston, piston rod, connecting rod, cylinder
cover, cylinder liner and crosshead.

Procedure:
1) Disable the fuel oil pressure booster operation.

2) Disable the exhaust valve operation so that the valve remains closed.

3) Remove the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.

In this case the blanking-off of the starting air supply is particularly important,
as otherwise the supply of starting air will blow down the suspended engine
components.

4) Suspend the piston, piston rod and crosshead, and remove the connecting
rod out of the crankcase.

5) Blank off the oil inlet to the crosshead.

6) Set the cylinder lubricator for the actual cylinder, to “zero” delivery.
(See Chapter 703, “Auxiliaries”, Item 1.3.)

7) Continue with the measures mentioned in Item 3.

Load Restriction:
Always contact the engine builder for calculation of allowable output and
possible barred speed range.
 704-18

Case E: Piston, piston rod, crosshead, connecting rod, and telescopic pipe out

Reasons: This method is only used if lack of spare parts makes it necessary to repair
the defective parts during the voyage.

Procedure:
1) Disable the fuel oil pressure booster operation.

2) Disable the exhaust valve operation so that the valve remains closed.

3) Remove the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.

In this case the blanking-off of the starting air supply is particularly important,
as otherwise the supply of starting air will blow down the suspended engine
components.

4) Dismantle piston with piston rod and stuffing box, crosshead, connecting rod,
crankpin bearing and telescopic pipe.
Blank off the stuffing box opening with two plates (towards scavenge air box
and crankcase).
Minimum plate thickness is 5 mm.

5) Blank off the oil inlet hole of the telescopic pipe.

6) Set the cylinder lubricator for the actual cylinder, to “zero” delivery.
(See Chapter 703, “Auxiliaries”, Item 1.3.)

7) Continue with the measures mentioned in Item 3.

Load Restriction:
Always contact the engine builder for calculation of allowable output and
possible barred speed range.

Case F: CCU (Cylinder Control Unit) failure

Combustion and compression cut out
Piston still working in cylinder

Reasons: This measure is permitted in the event of a CCU failure, and the CCU cannot
be changed immediately.

In case of CCU failure, the engine is running at “Slow Down” mode.

Procedure:
1) Disable the fuel oil pressure booster operation.

2) Disable the exhaust valve operation and secure it in open position.

 704-19

3) A temporary back-up cable from ECU A or B is connected to solenoid valve

on the lubricator of failing CCU.
See the instruction book “MAINTENANCE”, Procedure 906-28.3.
Note that the activation signal from ECU A or B is random.

4) Remove the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.

5) Continue with the measures mentioned in Item 3.

Load Restriction:
Refer the Load Restriction for the Case B.

3. Resuming Operation after taking a Cylinder Unit out of Operation

After carrying out any of the procedures described Cases B–F, it is, before
starting, absolutely necessary to check the oil flow through the bearings, and
the tightness of blanked-off openings.

After 10 minutes’ running, and again after one hour, the crankcase must be
opened for checking:
• Bearings
• Temporarily secured parts
• Oil flow through bearings
• Tightness of blanked-off openings
 704-20

4. Running with one Cylinder Misfiring

This Item is valid for Item 2, Case A.

Misfiring is defined as no fuel oil injection and compression present condition.

If only one cylinder is misfiring, it may be possible to run the engine with the
remaining and the working cylinders, under two restrictions a) and b):

If more than one cylinder is misfiring, the engine builder must be contacted.

During the misfire operation keep a controllable pitch propeller pitch fixed at
the design pitch.

a) The thermal load restriction:

The following speeds and shaft powers may be obtained with the fixed pitch
propeller given by the thermal load of cylinder units.
With the controllable pitch propeller, the same restrictions apply when running
according to the design pitch.

Total no. of cylinders %Speed (of MCR) %Load (of MCR)

5 86 63
6 88 67
7 89 71
8 90 73
9 91 75
10 91 77
11 92 78
12 92 78
14 93 80

b) Torsional vibration restrictions:

These restrictions, given as barred speed range, may be found in the
class-approved report on the torsional vibration of the actual propeller shaft
system, refer “INSTRUCTION MANUAL FOR ADJUSTMENT &
MEASUREMENT” of this instruction book.
 704-21

5. Turbocharger Special Running

If a turbocharger suffers damage which cannot be corrected immediately,

emergency operation is possible with one or more turbochargers cut out of
operation.

This emergency operation can be necessary:

• if a bearing is damaged
• if there are heavy vibrations
• if an internal component like the turbine or compressor is contaminated
and cannot be readily cleaned.

As a rule, it is recommended to operated at reduced speed/engine load

calling at a port for repair.

5.1 How to put Turbochargers out of Operation

See the instruction book “COMPONENT DESCRIPTION (ACCESSORIES)”,

and “INSTRUCTION MANUAL FOR ADJUSTMENT & MEASUREMENT” of
this instruction book.

If heavy vibrations, bearing failure, or other troubles occur in a turbocharger,

preliminary measures can be taken in one of the following ways (Cases
W–Z).

The choice of cut-out method is dependent on the number of turbochargers

as well as operating conditions.

Case W: If the ship must be instantly manoeuvrable:

Reduce the load until the vibrations cease.

Case X: If the ship cannot be immobilised long enough to carry out the procedures in Case Y
and the damaged turbocharger cannot run even at reduced load:

This mode of operation is only recommendable if no time is available for

carrying out the procedure described Case Y.

Engine with one turbocharger

1) Stop the engine.

2) Lock the rotor of the defective turbocharger.

3) Remove the compensator between the compressor outlet and the scavenge
air duct.
This reduces the suction resistance.

4) Load restriction: See Plate 70403.

 704-22

Engine with two or more turbochargers

1) Stop the engine.

2) Lock the rotor of the defective turbocharger.

3) Insert a throttle plate in the compressor outlet.

A small air flow is required through the compressor to cool the impeller.

4) Load restriction: See Plate 70403.

Case Y: Running for an extended period with a turbocharger out of operation:

Engine with one turbocharger

1) Stop the engine.

2) Remove the rotor and nozzle ring of the turbocharger.

3) Insert blanking plates respectively to the compressor and turbine side of the
turbocharger bearing casing.

4) Remove the compensator between the compressor outlet and the scavenge
air duct.
This reduces the suction resistance.

5) Load restriction: See Plate 70403.

Engine with two or more turbochargers

1) Stop the engine.

2) Lock the rotor of the defective turbocharger.

3) Insert a throttle plate in the compressor outlet.

A small air flow is required through the compressor to cool the impeller.
Insert blanking plates in both the turbine inlet and outlet.

4) Load restriction: See Plate 70403.

Case Z: Repair to be carried out during voyage:

Engine with two or more turbochargers

1) Stop the engine.

2) Insert blanking plates in compressor outlet, turbine inlet and turbine outlet.

3) Load restriction: See Plate 70403.

 704-23

6. Engine Operation with an Inoperative Auxiliary Blower

If one of the auxiliary blowers becomes inoperative, it is automatically cut out

by built-in non-return valve.

See Plate 70403, for load restriction.

7. Low Load Operation

In case of long term (over 24 hours) running at low load, refer to special
instruction in the attached document “Low Load Operation.”
 704-24

Running with Cracked Cylinder Cover Studs/Staybolts

If a crack in a cylinder cover stud/staybolt occurs, replacement should

preferably be carried out immediately.
If this is not possible, the engine can still be operated at reduced speed
according to the guidelines specified below.

1. Cylinder Cover Studs

• 8 studs, one stud cracked:

Reduce cylinder pressure to 85% of pmax
• 8 studs, two studs cracked:
Reduce cylinder pressure to 75% of pmax

Always ensure that no gas leak occurs from the cylinder with cracked bolts.
Gas leaks will cause burnings on the joint surfaces of the cylinder cover and
liner.

2. Staybolts (Twin Staybolts)

End staybolt Centre staybolt Centre staybolt

Across longitudinal joint of Across unified cylinder frame
two separate cylinder frame

Reduce the cylinder pressure Reduce the cylinder pressure Reduce the cylinder pressure
down to 85% of pmax down to 80% of pmax down to 90% of pmax
 Plate 70401 Cutting Cylinders out of Action

Case A Case B Case C Case D Case E Case F

Nature of Combustion Compression Combustion All All Compression
emergency action to be disabled and to be disabled reciprocating reciprocating and
combustion to (due to faulty parts parts out combustion to
be disabled exhaust suspended or be stopped
valve) out
Some reasons for Blow-by at Leaking Malfunction of Quickest and Only of CCU failure
emergency action piston rings or cylinder cover exhaust valve safest interest if
exhaust valve or liner or exhaust measure in spare are not
Reduction of valve actuator the event of available
load on faults in large
bearings moving parts,
Faulty fuel cylinder cover
injection or cylinder
equipment liner
Fuel oil pressure
Disabled Disabled Disabled Disabled Disabled Disabled
booster

Exhaust valve In operation Held open Closed Closed Closed Held open

Air for air spring Supplied Stopped Supplied Supplied Supplied Stopped

Exh. valve actuator In operation Disabled Disabled Disabled Disabled Disabled

Starting air valve In operation Blanked off In operation Blanked off Blanked off Blanked off

Piston with rod Moving Moving Moving Suspended Out Moving

Crosshead Moving Moving Moving Suspended Out Moving

Connecting rod Moving Moving Moving Out Out Moving

Crankpin bearing Moving Moving Moving Out Out Moving

Oil inlet to
Open Open Open Blanked off Blanked off Open
crosshead
Cooling oil outlet
Open Open Open Not applicable Not applicable Open
from crosshead
In operation In operation
Cylinder lubricator In operation In operation Zero delivery Zero delivery
min. delivery (random)
Jacket cooling
Open Close Open Close Close Open
water

Confirm the engine load and speed limitation before operating with cutting cylinder out of action.
For the limitation for above each case, see Chapter 704, “Running with Cylinders or Turbochargers
out of Operation”, Item 2.
 Plate 70402 Scavenge Air Drain Pipes

  

 
 

      


       

      

  

 
  

 
     
  
     

     

 Plate 70403 Cutting Turbocharger out of Action

Max % of M.C.R. load / (speed % M.C.R.)

Case X Case Y 1) Case Z
Cut out / Engine with one Engine with two Engine with one Engine with two Engine with two
T/C or more T/C T/C or more T/C or more T/C

1 T/C / 1 15/(53) 2) – 15/(53) 2) – –

1 T/C / 2 – 15/(53) 2)4) – 50/(79) 2)5) 50/(79) 2)5)

1 T/C / 3 – 20/(58) 2)4) – 66/(87) 2)5) 66/(87) 2)5)

1 T/C / 4 – 20/(58) 2)4) – 75/(91) 2)5) 75/(91) 2)5)

1 Aux.bl. / 2 6) 10/(46) 3) 15/(53) 3) 10/(46) 3) 50/(79) 2)5) 50/(79) 2)5)

1 Aux.bl. / 3 6) – 15/(53) 3) – 66/(87) 2)5) 66/(87) 2)5)

1 Aux.bl. / 4 6) – 15/(53) 3) – 75/(91) 2)5) 75/(91) 2)5)

1) The engine builder will, in each specific case, be able to give further information about engine
load possibilities and temperature levels.

2) The exhaust temperature must not, however, exceed the values(s) stated in Chapter 703.
See also “Emergency Running with Cylinders or Turbochargers out of Operation”, Item 1.

3) The exhaust gas temperature outlet / cyl. must not exceed 430 °C.

4) This is due to the loss of exhaust gas through the damaged turbocharger.

5) The mentioned exhaust temperature limit at emergency running is an average for the whole load
range.

6) Simultaneous with turbocharger out of operation.

 
             
  

Plate 70404
   
          

     
           
  
        
   
   
   
   
    
       
    
     
   

Turbocharger Surging
 
 
    
      
      
          
             
 
            
             
 
    

    



        
   
       
    
        
      
   
          
     

    

     
 
    
         
      
        
        
 
 
   

          
           
          
     
Plate 70405 Scavenge Air Spaces, Fire Extinguishing Systems

 


 

Seam extinguishing



 

CO2 extinguishing (Option)

 ME 4798C 1/4

Generally, MITSUI-MAN B&W ME/ME-C engines can continuously operate down to 40% load
without any engine modifications. However, the long-term low load operation in the range below
40% load may impair the condition of main engine in view of fuel oil injection. The procedure of
low load operation is mentioned as below.
(The term of “long-term” here shows a continuous running for more than 24 hours.)

. Low load operation load range

0 10% 40% 100% load

Slide type fuel valve

Frequent inspection of the scav. air manifold

and exhaust gas way must be performed during
long-term operation below 40% load.

The engine must be equipped with the slide type fuel valves when operating engine in the range
between 10% and 40% load. The slide type fuel valve is standard scope of supply for
ME/ME-C engines.

However, the possible load range for continuous operation at low load should be determined by
actual condition even though the engine with the slide type fuel valves. Frequent inspection of
the scavenge air manifold and exhaust gas way for fouling should be performed during
long-term low load operation below 40% load.
 ME 4798C 2/4

2. Precautions for low load operation

1) Inspection of exhaust gas way and the cylinder condition.

During the long-term low load operation below 40% load, soot formation in the scavenge
air way and exhaust gas way may increase and consequently impair the cylinder condition.
Check the engine condition in accordance with following procedure and confirm if the
engine condition is not deteriorated during long-term low load operation below 40% load.
As a result of inspection, take measures such as shortening of the maintenance and
cleaning interval based on the actual condition.

[First time inspection]

• Inspection time : after approx. 24 hours since starting the low load operation.
• Inspection part : all piston crowns (piston ring lands, combustion surface),
scavenge air receiver and scavenge air box.

[Second time inspection and after]

• Inspection interval : every one week
• Inspection part : all piston crowns (piston ring lands, combustion surface),
scavenge air receiver and scavenge air box,
turbocharger protection grid (in exhaust gas receiver),
exhaust gas economizer.

If long-term low load operation in service is expected previously, the following optional
items can be effective.
• By-pass for exhaust gas economizer to prevent the soot fire.
(The by-pass for exhaust gas economizer is normally in the supply scope of shipbuilders.)

2) Engine load-up

During long-term low load operation below 40% load, the engine load should be increased
periodically (every 12–24 hours) up to 50–75% load and keep it at least 30 minutes in
order to clean the exhaust gas ways. Turbocharger turbine side cleaning with solid
material should also be carried out during engine load-up.
The engine load should be increase gradually and rapid load up should be avoided.
 ME 4798C 3/4

3) Auxiliary blower and turbocharger adjustment

a. Auxiliary blowers should always be running below 0.05 MPa of scavenge air
pressure.

The continuous running should be avoided in such operating range that the auxiliary
blowers may be continuously switched on or off in order to prevent the damage of
motor for auxiliary blowers and flap valves in the scavenge air manifold.
Adjust the engine load so that the auxiliary blowers are either continuously running
or stopping.

There is no restriction of continuous running of auxiliary blowers for long-term low

load operation, as the electric motor for auxiliary blower is continuous duty type.
However, it may be necessary to shorten the maintenance interval if auxiliary
blowers are continuously running during long-term low load operation.
Normally, maintenance of auxiliary blowers are carried out at dry-docking, however,
long-term low load operation may need the maintenance before scheduled
dry-docking. In this connection, it is recommended to prepare a spare auxiliary
blower on board when long-term low load operation is planed.
For the maintenance schedule and procedure of auxiliary blower, see the instruction
book “MAINTENANCE”, chapter 900, and the instruction book “COMPONENTS
DESCRIPTION (ACCESSORIES)”.

b. In case of engines with two or more turbochargers, turbocharger cut out running
may reduce the specific fuel oil consumption.
The number of turbochargers that can be cut out during low load operation depends
on engine type and thereby engine builder's advice is necessary. (See also below
item 3.)
Regarding load restrictions for the turbocharger cut out operation, see the
instruction book “OPERATION AND DATA”, chapter 704.

4) The jacket cooling water outlet engine temperature should be kept to be 88–92 °C.
For the engines with LDCL (Load Dependent Cylinder Liner), always ensures that the
LDCL system is running correctly; the jacket cooling water engine outlet temperature is
kept to 80–87 °C.
 ME 4798C 4/4

5) Running within barred engine speed ranges should be avoided. (The ship’s specification
should be conformed.)

6) Any long-term low load operation below 10% load should only be carried out under
engine builder's advice.

3. For the ship complied with IMO NOx emission regulation, the “Technical File” must be
modified and be approved by the administration of the flag state or its agency before any change
of the engine components, which influences the NOx emission properties.
Therefore, if long-term low load operation in service is expected previously, it is recommended
that the “modified specification” is taken such operation into consideration before shop trial.
     

    

    

   

    

     

  

    

   

 
 705-01

Chapter 705
Fuel and Fuel Treatment

Contents Page

Fuel Oil Specification

1. Marine Diesel Oil (MDO) 705-02
2. Heavy Fuel Oil (HFO) 705-02
3. Fuel Oil Sampling 705-03
3.1 Sampling 705-03
3.2 Analysis of Samples 705-03
3.3 Sampling Equipment 705-03

Fuel Oil System

1. System Layout 705-04
2. Fuel Oil Pressure 705-05

Fuel Oil Treatment

1. Cleaning 705-06
1.1 General 705-06
1.2 Centrifuging 705-06
1.3 High Density Fuel Oils 705-07
1.4 Supplementary Equipment 705-08
2. Fuel Oil Stability 705-09
3. Heating of Fuel Oil 705-09
3.1 Precaution 705-10
3.2 Fuel Oil Heating during Engine Standstill 705-10
3.3 Starting after Engine Standstill 705-10
4. Other Operational Aspects 705-11
4.1 Circulating Pump Pressure 705-11
4.2 Change-over between HFO and DFO (Distillate Fuel Oil) 705-11
4.3 Change-over during standstill 705-14

Plates
Residual Marine Fuel Oil Standards 70501
Fuel Oil System 70502
Fuel Oil Pipes on Engine 70503
Fuel Oil Centrifuges 70504
Centrifuge Flow Rate and Separation Temperature (Preheating) 70505
Heating Chart of Heavy Fuel Oil (Prior to Injection) 70506
 705-02

Fuel Oil Specification

1. Marine Diesel Oil (MDO)

ISO 8217:2012, Specifications of marine fuel oil, DMB category, or similar oils
may be used.
If deviating qualities are applied, the ship’s specification must be prepared for
this.

2. Heavy Fuel Oil (HFO)

For guidance on purchase, reference is made to ISO 8217:2012,

Specification of marine fuel oil.
For reference purposes, an extract from relevant standards and
specifications is shown in Plate 70501.

According to this, the maximum acceptable categories are RMG700 and

RMK700, however, due to ship’s equipment, acceptable categories may be
limited.
It should be confirmed ship’s specification.

In the table the data refers to fuel oils as delivered to the ship, i.e. before any
on-board cleaning.
Fuel oils within the limits of this specification have, to the extent of their
commercial availability, been used with satisfactory results on MITSUI-MAN
B&W two-stroke low speed diesel engines.

It should be noted that current analysis results do not fully suffice for
estimating the combustion properties of fuel oils.
This means that service results depend on oil properties which cannot be
known beforehand.
This applies especially to the tendency of the fuel oil to form deposits in
combustion chambers, gas passages and turbines.
It may therefore be necessary to rule out some oils that cause difficulties.

As mentioned, the data refers to the fuel oil as supplied, i.e. before the
treatment.
If HFO exceeding the data in Plate 70501 is to be used, the engine builder
should be contacted for advice.

If the ship has been out of service for a long time without circulation of fuel oil
in the tanks (service and settling), the fuel oil must be circulated before start
of the engine.
Before starting the pump(s) for circulation, the tanks are to be drained for
possible water settled during the stop.
The risk of concentration of dirt and water in the fuel oil caused by long time
settling is consequently considerably reduced.

For treatment of fuel oil, see “Fuel Oil Treatment”

 705-03

3. Fuel Oil Sampling

3.1 Sampling

To be able to check whether the specification indicated and/or the stipulated

delivery conditions have been complied with, it is recommended that a
minimum of one sample of each received fuel oil lot be retained.
In order to ensure that the sample is representative for the oil received, a
sample should be drawn from the transfer pipe at the start, in the middle, and
at the end of the receiving period.

3.2 Analysis of Samples

The samples received from the oil supply company are frequently not
identical with the HFO actually received.
It is also appropriate to verify the HFO properties stated in the delivery note
documents, such as density, kinematic viscosity, and pour point.
If these values deviate from those of the HFO received, there is a risk that the
HFO separator and the heating temperature are not set correctly for the given
injection kinematic viscosity.

3.3 Sampling Equipment

Several suppliers of sampling and fuel oil test equipment are available on the
market, but for more detailed and accurate analyses, a fuel oil analysing
institute should be contacted.
 705-04

Fuel Oil System

1. System Layout (Plate 70502, 70503A and 70503B)

The system is normally arranged such that both MDO and HFO can be used
as fuel oil.

From the storage tanks, the oil is pumped to a settling tank, from which the
centrifuges can deliver it to the respective service tanks (“day-tank”).

To obtain the most efficient cleaning, the centrifuges are equipped with
preheaters, so that the oil can be preheated to about 98 °C (regarding the
cleaning, see “Fuel Oil Treatment”).

From the particular service tank in operation, the oil is led to one of the two
electrically driven supply pumps, which deliver the oil, under a pressure of
about 0.4 MPa, through a flow meter, to the low pressure side of the fuel oil
system.

The oil is thereafter drawn to one of two electrically driven circulating pumps,
which passes it through the heater, the kinematic viscosity regulator, the filter,
and on to the fuel oil pressure boosters.

The filter mesh shall correspond to an absolute fineness of 50 µm.

The return oil from the fuel oil injection valves and fuel oil pressure boosters
is led back, via the venting tank, to the suction side of the circulating pump.

In order to make the required pressure in the main line at the inlet to the fuel
oil pressure boosters, the capacity of the supply and circulating pump should
be followed our recommendation.

In addition, a spring-loaded over-flow valve is fitted, which functions as a

by-pass between the fuel oil inlet to the fuel oil pressure boosters and the fuel
oil return, thus ensuring a constant pressure in the fuel oil inlet.

The fuel oil drain pipes are equipped with heat tracing, through which hot
jacket cooling water flows.
The drain pipe heat tracing must be in operation during running on HFO.

To ensure an adequate flow of heated oil through the fuel oil pressure
boosters and fuel oil injection valves at all loads (including stopped engine),
the fuel oil injection valves are equipped with a slide and circulating bore, see
the instruction book “COMPONENTS DESCRIPITION (CODE BOOK)”.
By means of the “built-in” circulation of heated fuel oil, the fuel oil pressure
boosters and fuel oil injection valves can be maintained at service
temperature, also while the engine is stopped.
Consequently, it is not necessary to change to MDO when the engine
stopped, provided that the circulating pump is kept running and heating of the
circulated fuel oil is maintained.
However, change-over to MDO can become necessary, see “Fuel Oil
Treatment”, Item 4.2.
 705-05

2. Fuel Oil Pressure

Carry out adjustment of the fuel oil pressure, during engine standstill, in the
following way:

1) Adjust the valves in the system as for normal running, thus permitting fuel oil
circulation.

2) Start the supply and circulating pumps, and check that the fuel oil is
circulating.

3) Supply Pumps:
Adjust the spring-loaded safety valve at supply pump No. 1 to open at
0.5 MPa.
Carry out the same adjustment with supply pump No. 2.

4) Regulate the fuel oil pressure, by means of the pressure control valve (or
by-pass valve) installed in the supply pump’s discharge line.
Adjust so that the pressure in the low pressure part of the fuel oil system is
0.4 MPa.

5) Circulating Pumps:
With the supply pumps running at 0.4 MPa outlet pressure, adjust the
spring-loaded safety valve at circulating pump No. 1 to open at 1.1 MPa.
Carry out the same adjustment with circulating pump No. 2.

6) Fuel Oil Line:

Regulate the fuel oil pressure by means of the spring-loaded over-flow valve
installed between the main inlet pipe and the outlet pipe on the engine.
Adjust the over-flow valve so that the pressure in the main inlet pipe is
0.7–0.8 MPa (during engine standstill).

7) With the engine running, the pressure will fall a little.

Re-adjust to the desired value at MCR.

For guiding values of pressure at fuel oil inlet during engine running, see
Chapter 703, Appendix “Guidance Alarm Limits and Measuring Values”.
 705-06

Fuel Oil Treatment

1. Cleaning

1.1 General

Fuel oils should always be considered as contaminated upon delivery and

should therefore be thoroughly cleaned to remove solid as well as liquid
contaminants before use.
The solid contaminants in the fuel oil are mainly rust, sand, dust and refinery
catalysts; liquid contaminants are mainly water, i.e., either fresh or salt water.

These impurities in the fuel oil can:

• Cause damage to fuel oil pressure boosters and fuel oil injection valves
• Result in increased cylinder liner wear
• Deterioration of the exhaust valve seats

Also increased fouling of gasways and turbocharger blades could result from
the use of inadequately cleaned fuel oil.

1.2 Centrifuging

Effective cleaning can only be ensured by means of centrifuges.

The ability to separate water depends largely on the specific gravity of the
fuel oil relative to the water - at the separation temperature.
In addition, the fuel oil kinematic viscosity (at separation temperature) and
flow rate are also influencing factors.

The ability to separate abrasive particles depends upon the size and specific
weight of the smallest impurities that are to be removed; and in particular on
the fuel oil kinematic viscosity (at separation temperature) and flow rate
through the centrifuge.

To obtain optimum cleaning, it is of the utmost importance that:

a) The centrifuge is operated with as low a fuel oil kinematic viscosity as possible.

It is often seen that the HFO preheaters are too small, or the steam supply of
the preheater is limited, or that they have too low a set point in temperature.
Often the heater surface is partly clogged by deposits.
These factors all lead to reducing the separation temperature and hence the
efficiency of the centrifuge.
In some cases, the temperature of the HFO from the preheater is unstable
and fluctuates, which again results in improper cleaning of the fuel oil.

In order to ensure that the centrifugal forces separate the heavy contami-
nants in the relatively limited time that they are present in the centrifuge, the
centrifuge should always be operated with an inlet temperature of 98 °C.

A temperature decrease has to be followed by a reduced throughput to

ensure the same cleaning efficiency, see Plate 70505.
 705-07

b) The fuel oil is allowed to remain in the centrifuge bowl for as long as possible.

The fuel oil is kept in the centrifuge as long as possible by adjusting the flow
rate through the centrifuge so that it corresponds to the amount of fuel oil
required by the engine without excessive recirculation.
Consequently, the centrifuge should operate for 24 hours a day except during
necessary cleaning.

Taking today’s fuel oil qualities into consideration, the need for maintenance
of the centrifuges should not be underestimated.
On centrifuges equipped with gravity discs and/or adjusting screws, their
correct choice and adjustment is of special importance for the efficient
removal of water.
The centrifuge manual states which disc or screw adjustment should be
chosen on the basis of the density of the fuel oil.

Centrifuge Capacity: Series or Parallel Operation

It is normal practice to have at least two centrifuges available for fuel oil
cleaning.
See Plate 70504.

Regarding centrifuge treatment of today’s residual fuel oil qualities, the latest
experimental work has shown that, the best mode of operating modern
centrifuges with no gravity disc, is when the centrifuges are operated in
parallel.

Experiments have shown that when running the centrifuges in series,

particles which are not removed during treatment in the first centrifuge are not
removed during treatment in the second centrifuge either.
Therefore, running the centrifuges in parallel provides the opportunity of
decreasing the flow through the centrifuges, as the amount of fuel oil that
need be treated per hour, is shared by two centrifuges, thus increasing the
cleaning quality.
However, it is recommended to follow the maker’s specific instructions, see
item 1.3.

Regarding the determination and checking of the centrifuging capacity, it is

generally advised that the recommendations of the centrifuge maker are
followed, but the curves shown on Plate 70505 can be used as guidance.

1.3 High Density Fuel Oils

In view of the fact that some fuel oil standards had incorporated fuel oil
grades without a density limit, and also the fact that the traditional limit of 991
kg/m3 at 15 °C is occasionally exceeded on actual deliveries, some
improvements in the centrifuging treatment have been introduced to enable
treatment of fuel oils with higher density.
 705-08

Since the density limit used so far is, as informed by centrifuge makers, given
mainly to ensure interface control of the purifier, new improved clarifies, with
automatic de-sludging, have been introduced, which means that the purifier
can be dispensed with.
With such equipment, adequate separation of water and fuel oil can be
carried out in the centrifuge, for fuel oils up to a density of 1010 kg/m3 at
15 °C.
Therefore, this has been selected as the density limit for new high density
fuel oil grades.

Thus we have no objections to the use of such high density fuel oils for our
engines provided that these types of centrifuges are installed.
They should be operated in parallel or in series according to the centrifuge
maker’s instructions.

1.4 Supplementary Equipment

In a traditional system, the presence of large amounts of water and sludge

will hamper the functioning of a clarifier, for which reason a purifier has been
used as the first step in the cleaning process.
With the new automatic de-sludging clarifiers, the purifier can, as mentioned,
be dispensed with; it is considered that the removal of solids to be the main
purpose of fuel oil treatment.

Although not necessarily harmful in its own right, the presence of an

uncontrolled amount of water and sludge in the fuel oil makes it difficult to
remove the solid particles by centrifuging.
Therefore, the following additional equipment has been developed:

a) Homogenisers

Homogenisers are used to disperse any sludge and water remaining in the
fuel oil after centrifuging.
A homogeniser placed after the centrifuge will render freshwater (not
removed by centrifuging) harmless to the engine.

Homogenising may also be a means to cope with the more and more
frequently occurring incompatibility problems, which are not really
safeguarded against in any fuel oil specification.

Homogenisers installed before the fuel oil centrifuge can, when considering
the full range of the ISO 8217 fuel oil specification, reduce the efficiency of
the centrifuge and, thus, the cleanliness of the fuel oil delivered to the engine.

The catalyst fines and other abrasive material might be split up into very
small particles, which are difficult for the centrifuge to separate and which will
still have a harmful wear effect on the engine components.
Installation of homogenisers before the centrifuge is therefore not advisable.
 705-09

b) Fine filters

Fine filters are placed directly after the centrifuge, or in the supply line to the
engine, in order to remove any solid particles not taken by centrifuging.
The mesh is very fine, i.e. down to 5 µm.

Homogenising before a fine filter may reduce the risk of fine filter blocking by
agglomeration of asphaltenes.

2. Fuel Oil Stability

Fuel oils are produced on the basis of widely varying crude oils and refinery
processes. Due to incompatibility, such fuel oils occasionally tend to be
unstable when mixed, for which reason mixing should be avoided to the
widest possible extent. See also Item 4.2.

A mixture of incompatible fuel oils in the tanks can result in rather amounts of
sludge being taken out by the centrifuges or even lead to centrifuge blocking.

Stratification can also take place in the service tank, leading to a fluctuating
heating temperature, when this is controlled by a viscorator.

Inhomogeneity in the service tank can be counteracted by recirculating the

contents of the tank through the centrifuge.
This will have to be carried out at the expense of the benefits derived from a
low centrifuge flow rate as mentioned above.

With the fuel oil sulphur limit in ECA (Emission Control Area), more blending
of fuel oils to comply with the regulations may be taking place.
For this reason, the risk of incompatibility of fuel oils will be also higher.

3. Heating of Fuel Oil

In order to ensure correct atomisation, the fuel oil temperature must be

adjusted according to the specific fuel oil kinematic viscosity in question.

An inadequate temperature can influence the combustion and could cause

increased wear on cylinder liners and piston rings, as well as deterioration of
the exhaust valve seats.
Too low a heating temperature, i.e. too high kinematic viscosity, could also
result in too high injection pressures, leading to excessive mechanical
stresses in the fuel oil system.

In most installations, heating is carried out by means of steam.

The kinematic viscosity is regulated by controlling the steam supply on the
specified temperature level by the thermostatic valve in the steam system, or
the kinematic viscosity regulator (if equipped).
 705-10

Depending on the kinematic viscosity and temperature relationship of fuel oil,

an outlet temperature after heater of up to 150 °C might be necessary, as
indicated on the guidance curves shown in Plate 70506, which illustrate the
relationship between temperature and the specific fuel oil kinematic viscosity.

The recommended kinematic viscosity is 10–15 mm2/s.

However, service experience has shown that the kinematic viscosity of the
fuel oil before the fuel oil pressure booster is not too critical a parameter, for
which reason it is allowed a kinematic viscosity of up to 20 mm2/s after the
heater.

In order to avoid too rapid fouling of the heater, the temperature should not
exceed 150 °C.

3.1 Precaution

Caution must be taken to avoid heating the fuel oil pipe by means of the heat
tracing when changing from HFO to MDO, and during running on MDO.

Under these circumstances excessive heating of the pipes may reduce the
kinematic viscosity too much, which will involve the risk of the fuel oil
pressure boosters running hot, thereby increasing the risk of sticking of the
fuel oil pressure booster plunger and damage to the fuel oil sealings. See
Item 4.2.

3.2 Fuel Oil Heating during Engine Standstill

During engine standstill, the circulation of heated HFO does not require the
kinematic viscosity to be as low as is recommended for injection.
Thus, in order to save energy, the heating temperature may be lowered some
20 °C, giving a kinematic viscosity of about 30 mm2/s.

3.3 Staring after Engine Standstill

If the engine has been stopped on HFO, and if the HFO has been circulated
at a reduced temperature during standstill, the heating and kinematic
viscosity regulation should be made operative about one hour before starting
the engine, so as to obtain required kinematic viscosity.
 705-11

4. Other Operational Aspects

4.1 Circulating Pump Pressure

The fuel oil pressure measured on the engine at fuel oil inlet main pipe should
be maintain the required pressure range, see Chapter 703, Appendix
“Guidance Alarm Limits and Measuring Values”.
This maintains a pressure margin against gasification and cavitation in the
fuel oil system, even at 150 °C.

The supply pump may be stopped when the engine is not in operation.
See Plate 70502.

4.2 Change-over between HFO and DFO (Distillate Fuel Oil)

The engine is equipped with built-in fuel oil circulation.

This automatic circulation of the heated fuel oil (through the high-pressure
pipes and the fuel oil injection valves) during engine standstill is the
background for our recommending constant operation on HFO.

However, change-over to DFO can become necessary, for instance:

• The vessel is expected to have a prolonged inactive period with cold
engine, e.g. due to:
– A major repair of the fuel oil system etc.
– An overhaul of the engine
– More than 5 days’ stop (incl. laying-up)
• Environmental legislation requiring the use of low sulphur fuel oils

Changer-over can be performed at any time:

• during engine running, see Items 4.2.1 and 4.2.2
• during engine standstill, see Items 4.3.1 and 4.3.2

Before the intended change-over from HFO to DFO and vice versa, it is
recommended checking the compatibility of the two fuel oils - preferably at
the bunkering stage.
The compatibility can be checked either by an independent laboratory or by
using test kits onboard.

As incompatible fuel oils may lead to filter blockage, there should be extra
focus on filter operation in case of incompatibility.

Change-over of fuel oil can be somewhat harmful for the fuel oil equipment,
because hot HFO is mixed with relatively cold DFO.
The mixture is not expected to be immediately homogeneous, and some
temperature/kinematic viscosity fluctuations are to be expected.
The process therefore needs careful monitoring of temperature and kinematic
viscosity.
 705-12

In general, only the kinematic viscosity controller should control the steam
valve for the fuel oil heater.
However, observations of the temperature/kinematic viscosity must be the
factor for manually taking over the control of the steam valve to protect the
fuel oil components.

During change-over, two factors are to be kept under observation:

– The kinematic viscosity must not drop below 2 mm2/s and not exceed
20 mm2/s.
– The rate of temperature change of the fuel oil inlet to the fuel oil pressure
boosters must not exceed 2 °C/min to protect the fuel oil equipment from
thermal shock (expansion problems) resulting in sticking.

It should be noticed that when operating on low kinematic viscosity fuel oil
internal leakages in the fuel oil equipment will increase.
With worn fuel oil pressure booster elements this can result in starting
difficulties, and an increased start index might be necessary.
The wear in the fuel oil pressure boosters should be monitored by comparing
the fuel index for the new engine and during service.
At a 10% increase of the fuel index for the same load, the fuel oil pressure
booster plunger/barrels can be considered as worn out and should be
replaced.

A change-over of the main engine’s fuel oil will result in a dilution of the fuel
oil already in the booster circuit.
The fuel oil feed to the system will mix with fuel oil in the system, and the
main engine’s consumption from the system will be a mixture of the fuel oils.
A complete change of fuel oil (only DFO in the system) can therefore take
several hours, depending on engine load, system layout and volume of fuel
oil in the booster-circuit.

Before manoeuvring in port, it should be tested that the engine is able to start
on DFO.

It is not recommended reducing the temperature difference between the HFO

and the DFO by preheating the DFO in the service tank.
This will reduce the cooling capacity of the fuel oil and might result in a too
low kinematic viscosity during change-over.

The engine should not be reversed, while DFO is heated for fuel oil
change-over procedure.
However, in the event of reversing situation during such procedure, it is
necessary to increase “The fuel limiter by scavenging air pressure” manually,
see the instruction book “MANOEUVRING SYSTEM”.
 705-13

4.2.1 Distillate Fuel Oil to Heavy Fuel Oil

To protect the injection equipment against rapid temperature changes, which

may cause sticking / scuffing of the fuel oil injection valves and of the fuel oil
pressure booster plungers and suction valves, the change-over is carried out
as follows.

1) Ensure that the HFO in the service tank is at normal service temperature
(80–100 °C).

2) Reduce the engine load.

The load should be 25–40% MCR during this process to ensure a slow
heat-up to normal HFO service temperature at engine inlet (up to 150 °C),
maximum change gradient 2 °C/min.

3) Carry out change-over by turning the three-way valve.

The load can, based on experience with the individual system, be changed to
a higher level up to 75% MCR, as long as the change gradient is kept
below 2 °C/min.

4) Slowly stop the fuel oil cooler (if installed) when kinematic viscosity exceeds
5 mm2/s.
To obtain slow stop of the fuel oil cooler, control the fuel oil flow through the
cooler, the cooling medium flow or a combination of both.
Keep the temperature change gradient at engine inlet below 2 °C /min.

5) Open for steam to pre-heater and check that the set point is at normal level
(10–15 mm2/s).
Manual control of the heater might be necessary if it is observed that the
kinematic viscosity control exceeds the maximum temperature change
gradient of 2 °C/min at engine inlet.

6) Open for steam tracing when the pre-heater is operating normally.

4.2.2 Heavy Fuel Oil to Distillate Fuel Oil

To protect the injection equipment against rapid temperature changes, which

may cause sticking / scuffing of the fuel oil injection valves and of the fuel oil
pressure booster plungers and suction valves, the change-over is carried out
as follows.

1) Ensure that the temperature of the DFO in the service tank is at an

acceptable level.

The following must be taken into consideration:

• Kinematic viscosity at engine inlet must not drop below 2 mm2/s.
• Heat transmission from metal parts in the system to the fuel oil will occur.
• Cooling capacity in the system, if the fuel oil cooler is installed
 705-14

2) Reduce the pre-heating of the fuel oil, by increasing the set point of the
kinematic viscosity controller to 18 mm2/s.
Manual control of the heater might be necessary if it is observed that the
kinematic viscosity control exceeds the maximum temperature change
gradient 2 °C/min at engine inlet.

3) Reduce the engine load when the fuel oil reaches a temperature
corresponding to 18 mm2/s.
The load should be 25–40% MCR during this process to ensure a slow
reduction of the temperature at engine inlet, maximum change gradient
2 °C/min.

4) Stop steam tracing.

5) Carry out change-over by turning the three-way valve.

The load can, based on experience with the individual system, be changed to
a higher level up to 75% MCR, as long as the change gradient is kept
below 2 °C/min.

6) Stop steam to pre-heater when the regulating valve has closed completely.
Depending on system layout and condition, it might be necessary to open the
heater bypass.

7) Slowly start the fuel oil cooler (if installed) when kinematic viscosity is below
10 mm2/s.
To obtain slow start of the fuel oil cooler, control the fuel oil flow through the
cooler, the cooling medium flow or a combination of both.
Keep the temperature change gradient at engine inlet below 2 °C /min.

4.3 Change-over during standstill

When change-over is to be carried out during standstill of the engine, there is

no consumption from the fuel oil system and thus, no replacement of the oil.
It is therefore necessary to return the oil to the HFO service tank.
This will cause some DFO to be returned to the HFO service tank.
However this is better than contaminating the DFO service tank with HFO.

When change-over is performed at standstill, the engine should not be

started until all the components in the fuel oil system have had sufficient time
to adapt to the new temperature.

4.3.1 Heavy Fuel Oil to Distillate Fuel Oil

1) Stop the preheating and heat tracing.

2) Start the supply pumps, if not already running.

3) Change position of the change-over valve at the venting tank, so that the fuel
oil is pumped to the HFO service tank.
 705-15

4) Temperature in the system should now drop to the same level as the HFO
service tank temperature.

5) Change position of the change-over valve at the fuel oil tanks, so that DFO is
led to the supply pumps.

6) When the HFO is replaced with DFO, turn the change-over valve at the
venting tank back to its normal position.
The HFO in the venting tank is now mixed with DFO.

7) Stop the circulating pumps.

8) Stop the supply pumps.

4.3.2 Distillate Fuel Oil to Heavy Fuel Oil

1) Start the supply and circulating pumps.

2) Change position of the change-over valve at the fuel oil tanks so that HFO is
led to the supply pumps.

3) Change position of the change-over valve at the venting tank, so that the fuel
oil is pumped to the HFO service tank.

4) Temperature in the system should now rise to the same level as the HFO
service tank temperature.

5) When the DFO is replaced with HFO, turn the change-over valve at the
venting tank back to its normal position.
The DFO in the venting tank is now mixed with HFO.

6) Stop the supply pumps.

7) Start the preheating and heat tracing.

 Plate 70501 Residual Marine Fuel Oil Standards

RMA RMB RMD RME RMG RMK

Characteristic Unit Limit
10 a) 30 80 180 180 380 500 700 380 500 700
Kinematic viscosity at
mm2/s max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0
50 °C b)

Density at 15 °C kg/m3 max. 920.0 960.0 975.0 991.0 991.0 1010.0

CCAI – max. 850 860 860 860 870 870

Sulphur c) % (m/m) max. Statutory requirements

Flash point °C min. 60.0 60.0 60.0 60.0 60.0 60.0

Hydrogen sulphide d) mg/kg max. 2.00 2.00 2.0 2.00 2.00 2.00

mgKOH
Acid number e) max. 2.5 2.5 2.5 2.5 2.5 2.5
/g

Total sediment aged % (m/m) max. 0.10 0.10 0.10 0.10 0.10 0.10

Carbon residue:
% (m/m) max. 2.50 10.00 14.00 15.00 18.00 20.00
micro method

Pour point (upper) f)

– winter quality °C max. 0 0 30 30 30 30
– summer quality max. 6 6 30 30 30 30

Water % (V/V) max. 0.30 0.50 0.50 0.50 0.50 0.50

Ash % (m/m) max. 0.040 0.070 0.070 0.070 0.100 0.150

Vanadium mg/kg max. 50 150 150 150 350 450

Sodium mg/kg max. 50 100 100 50 100 100

Aluminium + Silicon mg/kg max. 25 40 40 50 60 60

Used lubricating oils The fuel shall be free of ULO. The fuel shall be consider to contain ULO when either one of
(ULO): the following condition is met:
mg/kg –
calcium and zinc; or calcium > 30 and zinc > 15; or
calcium and phosphorus calcium > 30 and phosphorus > 15

Source: ISO 8217:2012

Petroleum products - Fuels (class F) - Specification of marines fuels

a) This category is based on previously defined distillate DMC category that was described in ISO
8217:2005. ISO 8217:2005 has been withdrawn.

b) 1 mm2/s = 1 cSt

c) The purchaser shall define the maximum sulphur content in accordance with relevant statutory
limitations. See (item) 0.3 and Annex C.

d) Due to reasons stated in Annex D, the implementation date for compliance with the limit shall be
1 July 2012. Until such time, the specified value is given for guidance.

e) See Annex H.

f) Purchasers should ensure that this pour point is suitable for the equipment on board, especially if
the ship operates in cold climates.
 Plate 70502 Fuel Oil System

     

    


 
 

   

   
   
     

   

 
 

  

 

  

      

  

 Plate 70503 Fuel Oil Pipe on Engine

 

  



  

  

  
  

  

S90ME-C10, S90ME-C9
G80ME-C9, S80ME-C9
G70ME-C9, S70ME-C8
G60ME-C9

 

  



  
 
  

  
  

  

Except for above engines

Plate 70504 Fuel Oil Centrifuges
Plate 70505 Centrifuge Flow Rate and Separation Temperature
(Preheating)

        







 
 
 

      
 

Centrifuge separation temperature

        












        

    

Centrifuge flow rate

 Plate 70506 Heating Chart of Heavy Fuel Oil
(Prior to Injection)

10000

5000 1
2 1 700 mm 2 /s at 50 deg.C
3
2 600 mm 2 /s at 50 deg.C
4
Approximate pumping limit 3 500 mm 2 /s at 50 deg.C
5 4 380 mm 2 /s at 50 deg.C
1000 5 280 mm 2 /s at 50 deg.C
6
6 180 mm 2 /s at 50 deg.C
500 7 7 120 mm 2 /s at 50 deg.C
8 8 80 mm 2 /s at 50 deg.C
9 9 60 mm 2 /s at 50 deg.C
10 30 mm 2 /s at 50 deg.C
100
10

50

20
15
10

1
20 30 40 50 60 70 80 90 100 110 120 130 140 150
Temperature [deg.C]

This chart is based on information from oil suppliers regarding typical marine fuel oils.
Since the viscosity after the heater is the controlled parameter, the heating temperature may vary,
dependent on the viscosity of the fuel oil.

Recommended viscosity is about from 10 to 15 mm2/s.

     

    

    

   

    

     

  

    

   

 
 706-01

Chapter 706
Performance Evaluation and General Operation

Contents Page

Observations during Operation

1. Symbols and Units 706-05
2. Operating Range 706-06
2.1 Load Diagram 706-06
2.2 Definitions 706-06
2.3 Limits for Continuous Operation 706-06
2.4 Limits for Overload Operation 706-06
2.5 Recommendations 706-07
2.6 Propeller Performance 706-07
3. Performance Observations 706-07
3.1 General 706-07
3.2 Key Parameters 706-08
3.3 Measuring Instruments 706-08
3.4 Intervals between Checks 706-08
3.5 Evaluation of Observations 706-09

Evaluation of Records
1. General 706-10
2. Engine Synopsis 706-10
2.1 Parameters related to the Mean Indicated Pressure 706-10
Mean Draught 706-11
Mean Indicated Pressure 706-11
Engine Speed 706-11
Maximum Combustion Pressure 706-12
Fuel Index 706-12
2.2 Parameters related to the Effective Engine Power 706-13
Temperature after Exhaust Valves 706-13
Increased Exhaust Temperature Level - Fault Diagnosing 706-14
Compression Pressure 706-15
Mechanical defects
which can cause reduced compression pressure 706-17
 706-02

Contents Page

3. Turbocharger Synopsis 706-17

Scavenge Air Pressure 706-18
Turbocharger Speeds 706-18
Pressure Drop across Turbocharger Air Filter 706-18
Turbocharger Efficiency 706-19
4. Air Cooler Synopsis 706-19
Temperature Difference between Air Outlet and Water Inlet 706-19
Cooling Water Temperature Difference 706-19
Pressure Drop across Air Cooler 706-19
4.1 Evaluation 706-20
4.2 Adjustment of Scavenge Air Temperature 706-21
5. Specific Fuel Oil Consumption 706-22

Cleaning of Turbochargers and Air Coolers

1. Turbocharger 706-24
1.1 General 706-24
1.2 Cleaning the Turbine Side 706-24
2. Air Cooler Cleaning System 706-25
3. Drain System for Water Mist Catchers 706-25
3.1 Condensation of Water 706-25
3.2 Drain System 706-27
3.3 Checking the Drain System 706-27
 706-03

Contents Page

Appendix 1 Measuring Instruments

1. Thermometers and Pressure Gauges 706-28
2. PMI System 706-28
3. Indicator Valve 706-29

Appendix 2 Pressure Measurements and Engine Power Calculations

1. Calculation of the Indicated and Effective Engine Power 706-30
2. PMI System Estimation of Effective Engine Power 706-31

Appendix 3 Correction of Performance Parameters

1. General 706-34
2. Correction 706-34
3. Example of Calculations 706-35
4. Maximum Exhaust Temperature 706-36
5. Correction and Examples of Calculations for the dot5 type engines 706-38

Appendix 4 Turbocharger Efficiency

1. General 706-41
2. Calculating the Efficiencies 706-41
2.1 Plants without TCS and Exhaust By-Pass 706-41
2.2 Plants with TCS and/or Exhaust By-Pass 706-43
 706-04

Contents Page

Plates
Load Diagram for Propulsion alone 70601
Load Diagram for Propulsion and Main Engine Driven Generator 70602
Engine Data in Service 70603
Readings relating to Thermodynamic Conditions 70604
Synopsis Diagrams
for Engine 70605–70607
for Turbocharger 70608–70609
for Air Cooler 70610
Specific Fuel Oil Consumption 70611
Air Cooler Cleaning System 70614
Normal Indicator Diagram 70615
Correction to ISO Reference Ambient Conditions
Maximum Combustion Pressure 70620
Exhaust Temperature 70621
Compression Pressure 70622
Scavenge Pressure 70623
Example of Readings 70624
Turbocharger Compressor Wheel Diameter and Slip Factor 70628

Cleaning Procedure for Turbocharger (TCA type) ME4069

(A100/A200 type) ME4424
(TPL type) ME4014
(MET type) ME3444

Turbocharger Cleaning with Water (Option) (TCA type) ME4070

(TPL type) ME4015

Cleaning of Air Cooler ME4266

 706-05

Observations during Operation

1. Symbols and Units

Parameter Symbol Unit

Effective engine power Pe kW

Engine speeds speed min-1
Indicated engine power Pi ikW
Fuel index Index (mm)
Specific fuel oil consumption SFOC g/kWh
Fuel lower calorific value LCV kJ/kg
Turbocharger speeds T/C speed min-1
Barometric pressure pbaro Pa
Pressure drop across T/C air filters pf Pa
Pressure drop across air coolers pc Pa
Scavenge air pressure pscav MPa *)
Mean indicated pressure pi MPa *)
Mean effective pressure pe MPa *)
Compression pressure pcomp MPa *)
Maximum combustion pressure pmax MPa *)
Exhaust receiver pressure pexh MPa *)
Pressure after turbine patc Pa
Air temperature before T/C filters tinl °C
Air temperature before cooler tbcoo °C
Cooling water inlet temp. ,air cooler tcoolinl °C
Cooling water outlet temp. ,air cooler tcoolout °C
Scavenge air temperature tscav °C
Temperature after exhaust valves texhv °C
Temperature before turbine tbtc °C
Temperature after turbine tatc °C

Conversion factors:
1 bar = 0.1 MPa = 1/0.9807 kgf/cm2
1 PS = 0.7355 kW
1 mbar = 1 hPa = 10.2 mmWC = 0.75 mmHg

*) Pressure stated in MPa (bar) is the measured value, i.e. read from an
ordinary pressure gauge.
The official designation of MPa (bar) is ABSOLUTE PRESSURE.
 706-06

2. Operating Range

2.1 Load Diagram

The specific ranges for continuous operation are given in the “Load
Diagrams”:
• For propulsion alone, Plate 70601
• For propulsion and main engine driven generator, Plate 70602

2.2 Definitions

The load diagram, in logarithmic scales defines the power and speed limits
for continuous as well as overload operation of an installed engine having a
specified MCR point ‘M’ according to the ship’s specification.

2.3 Limits for Continuous Operation

The continuous service range is limited by four lines:

Line : Represents the maximum speed which can be accepted for

continuous operation.
Running at low load above 100% of the nominal speed of the
engine is, however, to be avoided for extended periods.

Line : Represents the limit at which an ample air supply is available for
combustion and gives a limitation on the maximum combination of
torque and speed.

Line : Represents the maximum mean effective pressure (mep) level,

which can be accepted for continuous operation.

Line : Represents the maximum power line for continuous operation.

2.4 Limits for Overload Operation

Many parameters influence the performance of the engine.

Among these is: overloading.
The overload service range is limited as follows:

Line : Represents the overload operation limitations.

The area between line , , and the heavy dotted line is available as
overload for limited periods only (1 hour per 12 hours).
 706-07

2.5 Recommendations

Continuous operation without limitations is allowed only within the area

limited by lines , , and of the load diagram.

The area between lines and is available for running conditions in

shallow water, heavy weather and during acceleration, i.e. for non-steady
operation without actual time limitation.

After some time in operation, the ship’s hull and propeller will be fouled,
resulting in heavier running of the propeller, i.e. loading the engine more.
The propeller curve will move to the left from line to line and extra power
is required for propulsion.
The extent of heavy running of the propeller will indicate the need for cleaning
the hull and possibly polishing the propeller.

Point ‘A’ is a 100% speed and power reference point of the load diagram.
Point ‘M’ is normally equal to point ‘A’ but may in special cases, for example
sometimes when a shaft generator is installed, be placed to the right of point
‘A’ on line .

2.6 Propeller Performance

Experience indicates that ships are - to a greater or lesser degree - sensitive

to bad weather (especially with heavy waves, and with head winds and seas),
sailing in shallow water with high speeds and during acceleration.

It is advisable to notice the power/speed combination in the load diagram and

to take precautions when approaching the limit lines.

3. Performance Observations (Plates 70603 and 70604)

3.1 General

During engine operation, several basic parameters need to be checked and

evaluated at regular intervals.

The purpose is to follow alterations in:

• The combustion conditions
• The general cylinder condition
• The general engine condition
, in order to discover any operational disturbances.

This enables the necessary precautions to be taken at an early stage, to

prevent the further development of trouble.
This procedure will ensure optimum mechanical condition of the engine
components, and optimum overall plant economy.
 706-08

3.2 Key Parameters

The key parameters in performance observations are:

• Barometric pressure
• Engine speed
• Ship’s draught
• Mean indicated pressure
• Compression pressure
• Maximum combustion pressure
• Fuel index
• Exhaust gas pressures
• Exhaust gas temperatures
• Scavenge air pressure
• Scavenge air temperature
• Turbocharger speed
• Exhaust gas back pressure in exhaust pipe after turbocharger
• Air temperature before turbocharger filters
• p air filter
• p air cooler
• Air and cooling water temperatures before and after scavenging air cooler

3.3 Measuring Instruments

The measuring instruments for performance observations comprise:

• Thermometers
• Pressure gauges
• Tachometers
• PMI system; cylinder pressure measuring equipment (off-line).
• CoCoS-EDS (Option); Computer Controlled Surveillance - Engine
Diagnostics System

It is important to check the measuring instruments for correct functioning.

Regarding check of thermometers and pressure gauges, see “Appendix 1”.

3.4 Intervals between Checks

Constantly:

Temperature and pressure data should be constantly monitored, in order to

protect the engine against overheating and failure.

In general, automatic alarms and slow-down or shut-down equipment are

installed for safety.
Guiding values of permissible deviations from the normal service data are
given in Chapter 703, “GUIDANCE LIMITS & MEASURING VALUES”.

Daily:

Fill-in the Performance Observation record, Plate 70603.

 706-09

3.5 Evaluations of Observations

Compare the observations to earlier observations and to the test bed / sea
trial result.
From the trends, determine when cleaning, adjustment and overhaul should
be carried out.
See Chapter 703, regarding normal service values and alarm limits.

Not all parameters can be evaluated individually.

This is because a change of one parameter can influence another parameter.
For this reason, these parameters must be compared to the influencing
parameters to ensure correct evaluations.

A simple method for evaluation of these parameters is presented in the next

section, “Evaluation of Records”.
 706-10

Evaluation of Records

1. General

Record the performance observations as described in previous Section

“Observations during Operation”, Item 3.

Use the synopsis diagrams to obtain the best and most simple method of
plotting and evaluating the parameters:

Engine: Plates 70605, 70606, 70607

Turbocharger: Plates 70608, 70609
Air cooler: Plate 70610

Plates 70605, 70606 and 70607 are sufficient to give a general impression of
the overall engine condition.

The plates comprise:

Model curve:
shows the parameters as a function of the parameter on which it is most
dependent (based on the test bed / sea trial results).

Time based deviation curve:

shows the deviation between the actual service observations and the model
curve, as a function of time.
The limits for maximum recommended deviation are also show.

From the deviation curves, it is possible to determine what engine

components should be overhauled.

Blank sheets:
Blank “Time based deviation” sheets which can be copied.
Use these sheets for plotting the deviation values for the specific engine.

The following items describe the evaluation of each parameter in detail.

2. Engine Synopsis

2.1 Parameters related to the Mean Indicated Pressure (pi).

Plates 70605 and 70606 (engine synopsis diagrams) show model curves for
engine parameters which are dependent upon the mean indicated pressure
(pi).

Plate 70605 also includes three charts for plotting the mean draught, the
average mean indicated pressure, and the engine speed deviation as a
function of the engine running hours.

Plate 70606 also includes two charts for plotting the pmax deviation, and the
fuel index deviation as a function of the engine running hours.
 706-11

For calculation of the mean indicated pressure, see “Appendix 2”.

Mean Draught

The mean draught is depicted here because, for any particular engine speed,
it will have an influence on the engine load.

Mean Indicated Pressure (pi)

The average calculated value of the mean indicated pressure is depicted in

order that an impression of the engine’s load can be obtained.

Load balance: the mean indicated pressure for each cylinder should not
deviate more than 0.05 MPa from the average value for all cylinders.

The load balance must not be adjusted on the basis of the exhaust gas
temperatures after each exhaust valve.

The fuel index must be steady.

Unbalances in the load distribution may cause the governor function to be
unstable.

Engine Speed (speed)

The model curve shows the relationship between the engine speed and the
average mean indicated pressure (pi).

The engine speed should be determined by counting the revolutions over a

sufficiently long period of time.

Deviations from the model curve show whether the propeller is light or heavy,
i.e. whether the torque on the propeller is small or large for a specified speed.
If this is compared with the draught (under the same weather conditions),
then it is possible to judge whether the alterations are owing to:
• Changes in the draught
• An increase in the propulsion resistance, for instance due to fouling of the
hull, shallow water, etc.

Valuable information is hereby obtained for determining a suitable docking

schedule.

If the deviation from the model curve is large, (e.g. deviations from shop trial
to sea trial), it is recommended to plot the results on a load diagram, and from
that judge the necessity of making alterations on the engine, or to the
propeller.

See also “Observations during Operation”, Item 2.

 706-12

Maximum Combustion Pressure (pmax)

The model curve shows the relationship between the average pmax
(corrected to ISO reference ambient conditions) and the average mean
indicated pressure (pi).
For correction to reference conditions, see “Appendix 3”.

Deviations from the model curve are to be compared with deviations in the
compression pressure and the fuel index (see further on).

Constant pmax in the upper load range is achieved by a combination of fuel

injection timing and variation of the compression ratio (the latter by varying
the timing of closing exhaust valve).

If an individual pmax value deviates more than 0.3 MPa from the average
value, the reason should be found and the fault corrected.

The maximum pressure rise pmax – pcomp is specified to 3.5 MPa (at Pmax
break point and above) or 4.0 MPa (below Pmax break point).
Deviations between specified and measured pressure rise can occur after
commissioning, especially between set points, and a tolerance of up to +0.3
MPa on the mean value and +0.5 MPa on individual cylinders in
steady-state-running condition is acceptable.

Fuel Index

The model curve shows the relationship between the average fuel index and
the average mean indicated pressure (pi).

Deviations from the model curve give information on the condition of the fuel
injection equipment.
Worn fuel oil pressure boosters, and leaking suction valves, will show up as
an increased fuel index in relation to the mean pressure.
However, the fuel index is also dependent on:

• The kinematic viscosity of the fuel oil (i.e. the kinematic viscosity at the
preheating temperature)
Low kinematic viscosity will cause larger leakage in the fuel oil pressure
booster, and thereby necessitate higher fuel indexes for injecting the
same volume.

• The calorific value and the density of fuel oil

These will determine the energy content per unit volume, and can
therefore also influence the fuel index.

• All parameters that affect the fuel oil consumption (ambient conditions,
pmax, etc.)

Since there are many parameters that influence the fuel index, and thereby
also the pmax, it can be necessary to adjust the pmax from time to time.
 706-13

It is recommended to overhaul the fuel oil pressure boosters (including

change of plunger/barrel) when the fuel index has increased by about 10%.
In case the engine is operating with excessively worn fuel oil pressure
boosters, the starting performance of the engine will be seriously affected.

2.2 Parameters related to the Effective Engine Power (Pe)

Plate 70607 shows model curves for each engine parameters which are
dependent on the effective engine power (Pe).

Regarding the calculation of effective engine power, see “Appendix 2”.

Temperature after Exhaust Valves (texhv)

The model curve shows the average exhaust temperatures (after the valves),
corrected to reference conditions, and drawn up as a function of the effective
engine power (Pe).

For correction to ISO reference ambient conditions, see “Appendix 3”.

Regarding maximum exhaust temperatures, see also “Appendix 3”.

The exhaust temperature is an important parameter, because the majority of

faults in the air supply, combustion and gas systems manifest themselves as
increases in the exhaust temperature level.

The most important parameters, which influence the exhaust temperature,

are listed in the following table, together with a method for direct diagnosing,
where possible.
 706-14

Increased Exhaust Temperature Level - Fault Diagnosing

Possible Causes Diagnosis

a. Fuel oil injection equipment As these faults occur in individual cylinders,
• Leaking or incorrectly compare:
working fuel oil injection • Fuel indexes
valves (defective spindle • Indicator diagrams
and seat) See “Appendix 2”.
• Worn fuel oil pressure
boosters Check the fuel oil injection valves:
• Visually
• By pressure testing

Inadequate cleaning of the fuel oil can cause

defective fuel oil injection valves and worn fuel
oil pressure boosters.
If a higher wear rate occurs, the cause for this
must be found and remedied.
b. Cylinder condition: These faults occur in individual cylinders.
• Bow-by, piston rings • Compare the compression pressures from the
• Leakage exhaust valve indicator diagrams.
See “Appendix 2”.
• During engine standstill:
Carry out scavenge port inspection.
See Chapter 707, “Cylinder Condition”, Item 3.
Check the exhaust valves.
c. Air coolers: Check the cooling capability.
• Fouled air side See Item 4.
• Fouled water side
d. Climatic conditions: Check cooling water and engine room
• Extreme conditions temperature.
Correct texhv to reference conditions.
See “Appendix 3”.
e. Turbocharger: Use the turbocharger synopsis methods for
• Fouling of turbine side diagnosing.
• Fouling of compressor side See Item 3.
f. Fuel oil: Using heavy fuel oil will normally increase texhv
• Type by approx. 5 °C, compared to the use of gas oil.
• Quality Further increase of texhv will occur when using
fuel oils with particularly poor combustion
properties.
In this case, a reduction of pmax can also occur.
 706-15

Compression Pressure (pcomp)

The model curve shows the relationship between the compression pressure
(corrected to ISO reference ambient conditions) and the effective engine
power (Pe).

For correction to ISO reference ambient conditions, see “Appendix 3”.

Deviation from the model curve can be due to:

a) A scavenge air pressure reduction

b) • Mechanical defects in the engine components (blow-by past piston
rings, defective exhaust valves, etc. - see the following table)
• Excessive grinding of valve spindle and bottom piece

It is therefore expedient and useful to distinguish between a) and b), and

investigate how large a part of a possible compression reduction is due to a)
or b).
This distinguishing is based on the ratio between
absolute compression pressure (pcomp + pbaro) and absolute scavenging
pressure (pscav + pbaro) which, for a specific engine, is constant over the
largest part of the load range (load diagram area).

Constant pmax in the upper load range is achieved by a combination of fuel

injection timing and variation of the compression ratio (the latter by varying
the timing of closing the exhaust valve.)

The ratio is first calculated for the “new” engine, either from the test bed
results, or from the model curve.
See the example below regarding:
• Calculating the ratio
• Determining the influence of mechanical defects

It should be noted that, the measured compression pressure, for the

individual cylinders, could deviate from the average, owing to the natural
consequence of air/gas vibrations in the receivers.
The deviations will, to some degree, be dependent on the load.
However, such deviations will be “typical” for the particular engine, and
should not change during the normal operation.

When evaluating service data for individual cylinders, comparison must be

made with the original compression pressure of the cylinder concerned, at
the corresponding load.
 706-16

Example:

The following four values can be assumed read from the model curves:

The barometric pressure : 0.100 MPa

The scavenge pressure : 0.225 MPa
This gave an absolute scavenge pressure : 0.325 MPa
The average (or individual) compression pressure : 11.5 MPa

which gave
an absolute compression pressure : 11.5 + 0.100 = 11.6 MPa

pcomp abs / pscav abs = 11.6 / 0.325 = 35.7

This value is used as follows for evaluating the data read during service.

Service Values:

pcomp = 10.1 MPa (average or individual)

pscav = 0.20 MPa
pbaro = 0.102 MPa

Calculated on the basis of pscav and pbaro, the absolute compression

pressure would be expected to be:

pcomp abs = 35.7 × (0.20 + 0.102) = 10.78 MPa

i.e.
pcomp = 10.78 0.102 = 10.68 MPa

The difference between the expected 10.68 MPa and the measured
10.1 MPa could be owing to mechanical defects or grinding of exhaust valve
spindle and bottom piece.

Concerning the pressure rise pmax – pcomp, see Item 2.1.

 706-17

Mechanical defects which can cause reduced compression pressure

Possible cause Diagnosis / Remedy

a. Piston rings: Diagnosis:
• Leaking See table “Increased Exhaust Temperature
Level – Fault Diagnosing”, point b.

Remedy:
See Chapter 703, “Starting-up, Manoeuvring,
and Arrival in Port”, Item 4.2, point 6.
b. Piston crown: Check the piston crown by means of a template.
• Burnt See instruction book “MAINTENANCE”,
Procedure 902-3.
c. Cylinder liner: Check the liner by means of the measuring tool.
• Worn See instruction book “MAINTENANCE”,
Procedure 903-2.
d. Exhaust valve: The exhaust temperature rises.
• Leaking A hissing sound can possibly be heard at
• Timing reduced load.

Remedy:
See Chapter 703, “Starting-up, Manoeuvring,
and Arrival in Port”, Item 4.2, point 5.

Check:
• Hydraulic oil leakage,
e.g. misalignment of high pressure pipe
between exhaust valve actuator and hydraulic
cylinder
• Damper arrangement for exhaust valve
closing
e. Piston rod stuffing box: Air is emitted from the check funnel from the
• Leaking stuffing box.

Small leakages may occur, but this is normally

considered a cosmetic phenomenon.

Remedy: (extreme case)

Overhaul the stuffing box,
See instruction book “MAINTENANCE”,
Chapter 902.

3. Turbocharger Synopsis

Plates 70608 and 70609 (Turbocharger synopsis diagrams) show model

curves for turbocharger parameters.

Regarding cleaning of the turbochargers, see Section “Cleaning of

Turbochargers and Air Coolers”.
 706-18

Scavenge Air Pressure (pscav)

The model curve shows the scavenge air pressure (corrected to ISO reference
ambient conditions) as a function of the effective engine power (Pe).

See Appendix 2 regarding the effective engine power.

For correction to ISO reference ambient conditions, see Appendix 3.

Deviations in the scavenge air pressure are, like the exhaust temperature, an
important parameter for an overall estimation of the engine condition.

A drop in the scavenge air pressure, for a given load, will cause an increase
in the thermal loading of the combustion chamber components.

A simple diagnosis, made only from changes in scavenge air pressure, is

difficult.
Fouled air filters, air coolers and turbochargers can greatly influence the
scavenge air pressure.

Changes in the scavenge air pressure should thus be seen as a

“consequential effect” which is closely connected with changes in:
• The air cooler condition
• The turbocharger condition
• The timing

Turbocharger Speeds (T/C speed)

The model curve shows the speed of the turbocharger as a function of the
scavenge air pressure (pscav).

Corroded nozzle ring or turbine blades will reduce the turbine speed.
The same thing will happen in case of a too large clearance between the
turbine blades and the cover ring.

Deviation from the model curve, in the form of too high speed, can normally
be attributed to a fouled air filter, scavenge air cooler, or compressor side.

A more thorough diagnosing of the turbocharger condition can be made as

outlined in the below, “turbocharger efficiency”.

Pressure Drop across Turbocharger Air Filter ( pf)

The model curve shows the pressure drop across the air filter as a function of
the scavenge air pressure (pscav).

Deviations from this curve give direct information about the cleanliness of the
air filter.

Like the air cooler, the filter condition is decisive for the scavenge air pressure
and exhaust temperature levels.
The filter elements must be cleaned when the pressure drop is 50% higher
than the test bed value.
 706-19

Turbocharger Efficiency ( T/C)

The model curves show the compressor and turbine efficiencies as a function
of the scavenge air pressure (pscav).

In order to determine the condition of the turbocharger, the calculated

efficiency values are compared with the model curves, and the deviations
plotted.
Calculation of the efficiency is explained in “Appendix 4”.

As the efficiencies have a great influence on the exhaust temperature, the

condition of the turbocharger should be checked if the exhaust temperature
tends to increase up to the prescribed limit.

Efficiency reductions can normally be related to “flow deterioration”, which

can be counteracted by regular cleaning of the turbine side.

4. Air Cooler Synopsis

Plate 70610 (Air cooler synopsis diagrams) shows model curves for air cooler
parameters which are dependent upon the scavenge air pressure (pscav).

Regarding cleaning of air coolers, see Section “Cleaning of Turbochargers

and Air Coolers”.

Temperature Difference between Air Outlet and Water Inlet ( tair/water)

The model curve shows the temperature difference between the air outlet
and the cooling water inlet, as a function of the scavenge air pressure
(pscav).

This difference in temperature is a direct measure of the cooling ability, and

as such an important parameter for the thermal load on the engine.
The evaluation of this parameter is discussed in Item 4.1.

Cooling Water Temperature Difference ( twater)

The model curve shows the cooling water temperature increase across the
air cooler, as a function of the scavenge air pressure (pscav).

The evaluation of this parameter is discussed in Item 4.1.

Pressure Drop across Air Cooler ( pair)

The model curve shows the scavenge air pressure drop across the air cooler,
as a function of the scavenge air pressure (pscav).

The evaluation of this parameter is discussed in Item 4.1.

 706-20

4.1 Evaluation

Generally, for the above three parameters, changes of approximately 50% of

the test bed value can be considered as a maximum.
However, the effect of the altered temperatures should be kept under
observation in accordance with the remarks in Item 2.2, “Exhaust
Temperature”.

In the case of pressure drop across air cooler, for purposes of simplification,
the mentioned “50% margin” includes deviations caused by alterations of the
suction temperature, scavenge air temperature, and efficiency of the
turbochargers.

Of the three air cooler parameters, the temperature difference between air
outlet and water inlet, is to be regarded as the most essential one.

Deviations from the model curves, which are expressions of deteriorated

cooling capability, can be due to:

a) Fouling of the air side: manifests itself as an increased pressure drop

across the air side.

However, the heat transmission can also be influenced by an “oily film” on

tubes and fins, and this will only give a minor increase in the pressure
drop.

Before cleaning the air side, it is recommended that the U-tube

manometer is checked for tightness, and that the cooler is visually
inspected for deposits.

Make sure that the drainage system from the water mist catcher functions
properly, as a high level of condensed water (condensation) - up to the
lower measuring pipe - might greatly influence the pair measuring.
See also “Cleaning of turbochargers and Air Coolers”, Item 3.

b) Fouling of the water side: Normally involves a reduction of the cooling

water temperature difference, because the heat transmission (cooling
ability) is reduced.

However, if the deposits reduce the cross sectional area of the tubes, so
that the water quantity is reduced, the cooling water temperature
difference may not be affected, whereby diagnosis is difficult. (I.e. lower
heat transmission, but also lower flow volume).

Furthermore, a similar situation will arise if such tube deposits are present
simultaneously with a fault in the salt water system, (corroded water pump,
erroneous operation of valves, etc.).
Here again the reduced water quantity will result in the temperature
difference remaining approximately unaltered.
 706-21

In cases where it is suspected that the air cooler water side is obstructed,
the resistance across the cooler can be checked by means of a differential
pressure gauge.
A mercury manometer pressure should not be used, because of
environmental considerations.

Before dismantling the air cooler, for piercing of the tubes, it is

recommended that the remaining cooling-water system is examined, and
the cooling ability of the other heat exchangers is checked.

Be careful when piecing because the pipes are thin-walled.

4.2 Adjustment of Scavenge Air Temperature (scavenge air cooler with seawater)

If adjustment of scavenge air temperature is carried out by operating the

valve(s) of cooling water for scavenge air cooler, following troubles may arise:

• In case that the water quantities is reduced, the cooling seawater

temperature is increased, and thus the salt may condense inside the
tubes. This may cause the blocking of the tubes.
• The cooling water velocity is too low, the scale and/or bacterium may
adhere on the tubes, which also block the tube.

Adjust the scavenge air temperature according to below procedure.

1) The valve for scavenging air cooler should be opened to keep the designed
flow.
For a specific plant, refer the piping diagrams supplied by the shipbuilder.

2) It can be recommend that the cooling water inlet temperature for scavenge air
cooler is adjust within 25–28 °C, by adjusting the temperature control valve
for cooling water.

For engine performance, lower scavenge air temperature is better, however,

this may given an amount of condensed water.
This adjustment can minimise such condensed water, and thus not to fill a
bilge tank in short period.

Also, the cooling seawater outlet temperature is to be bellow 50 °C.

In service operation:
• Temperature difference between inlet and outlet of cooling water for air
cooler is around 13–17 °C
• Temperature difference between scavenging air cooler cooling water inlet
and scavenging air temperature is around 7–15 °C

If the temperature difference(s) are over these values, fouling of air cooler
and/or reduced cooling water quantity, by operating valves for cooling water,
is to be considered.
 706-22

5. Specific Fuel Oil Consumption (Plate 70611)

Calculation of the specific fuel oil consumption requires that engine power,
and the consumed fuel oil amount, are known for a certain period of time.

The method of determining the engine power is illustrated in Appendix 2.

The fuel oil amount is measured as described below.

To achieve a reasonable measuring accuracy, it is recommended to measure

over a suitably long period.
The measurements should always be made under calm weather / constant
load conditions.

– If a day tank is used, the time for the consumption of the whole tank
contents will be suitable.
– If a flow-meter is used, a minimum of 1 hour is recommended.

Since both of the above-mentioned quantity measurements will be in volume

units, it will be necessary to know the oil density, in order to convert to weight
units.
The density is to correspond to the fuel oil temperature at the measuring point
(i.e. in the day tank or flow-meter).

The specific gravity, (and thus density) can be determined by means of a

hydrometer immersed in a sample taken at the measuring point, but the
density can also be calculated on the basis of fuel oil specifications.
Normally, in fuel oil specifications, the density is indicated at 15 °C.

The actual density at the measuring point is determined by using the curve on
Plate 70611, where the change in density is shown as a function of
temperature.

The consumed oil quantity is obtained by multiplying the measured volume

by the density.

In order to be able to compare consumption measurements carried out for

various types of fuel oil, allowance must be made for the differences in the
lower calorific value (LCV) of the fuel oil concerned.

Normally, on the test bed, diesel oil will have been used.
If no other instructions have been given by the ship owner, measured value is
converted to lower calorific value of approximately 42,700 kJ/kg.

Usually, the lower calorific value of a fuel oil is not specified by the oil
companies.
However, by means of the graph, Plate 70611, the LCV can be determined
with sufficient accuracy, on the basis of the sulphur content, and the density
at 15 °C.
 706-23

The corrected consumption can then be determined by multiplying the

“measured consumption”:

LCV / 42700
(LCV : the specific calorific value, in kJ/kg, of the fuel oil concerned)

Example: (6S50ME-C9)

Effective Engine Power (Pe) : 10680 kW

Consumption (Co) : 6.542 m3
Measuring period (h) : 3 hours
Measuring point temperature : 119 °C
Fuel oil data : density 0.9364 g/cm3 at 15°C,
3% sulphur

Density at 119 °C (see Plate 70611):

119 = 0.9364 0.068 = 0.8684 g/cm3

Specific consumption:
Co × 119 × 106 / (h × Pe)
= 6.542 × 0.8684 × 106 / (3 × 10680)
= 177.3 g/kWh

Correction to ISO reference ambient conditions regarding the specific lower

calorific value:

Consumption corrected for calorific value:

LCV = 40700 kJ/kg, derived from Plate 70611.

177.3 × 40700 / 42700 = 169.0 g/kWh

The ambient conditions (blower inlet temperature and pressure and

scavenge air coolant temperature) will also influence the fuel oil consumption.
Correction for ambient conditions is not considered important when
comparing service measurements.
 706-24

Cleaning of Turbochargers and Air Coolers

1. Turbocharger

1.1 General

It is recommended to clean the turbochargers regularly during operation.

This prevents the build-up of heavy deposits on the rotating parts and keeps
the turbochargers in the best running condition between manual overhauls.

The intervals between cleaning during operation should be determined from

the degree of fouling of the turbocharger in the specific plant.
This is because the tendency to form deposits depends, among other things,
on the combustion properties of the actual fuel oil.

Guiding intervals between cleaning are given for each cleaning method in the
following items.

If the cleaning is not carried out at regular intervals, the deposits may not be
removed uniformly.
This will cause the rotor to be unbalanced, and excite vibrations.

– If vibrations occur after cleaning:

Clean again.
– If vibrations occur after repeated cleaning:
See Chapter 704, “Running with Cylinders or Turbochargers out of
Operation”, Item 5, and clean the turbochargers manually at the first
opportunity,

Manual overhauls are still necessary to remove deposits which the cleaning
during operation does not remove, in particular on the non-rotating parts.
Regarding intervals between the manual overhauls, see the instructions book
“COMPONENT DESCRIPTION (ACCESSORIES)”.

1.2 Cleaning the Turbine Side

Dry Cleaning

Carry out the cleaning according to the instruction given on following

attached documents and also refer the instructions book “COMPONENT
DESCRIPTION (ACCESSORIES)”:
• ME4069 (for the TCA type of T/C)
• ME4424 (for the A100/A200 type of T/C)
• ME4014 (for the TPL type of T/C)
• ME3444 (for the MET type of T/C)
 706-25

Water Cleaning

Carry out the cleaning according to the instruction given on following

attached documents and also refer the instructions book “COMPONENT
DESCRIPTION (ACCESSORIES)”:
• ME4070 (for the TCA type of T/C) (Option)
• ME4015 (for the TPL type of T/C)

2. Air Cooler Cleaning System (Plate 70614)

Carry out the cleaning only when the engine is standstill.

This is because the water mist catcher is not able to retain the cleaning fluid.
Thus there would be a risk of fluid being blown into the cylinders, causing
excessive liner wear.

The procedure is described in attached ME4266; refer also the instruction

book “MAINTENANCE”, Procedure 910-1.

3. Drain System for Water Mist Catcher

3.1 Condensation of Water

A combination of high air humidity and low cooling water temperature tends to
cause an amount of condensed water to be separated from the scavenge air
in the water mist catcher.

Estimation of condensate from the water mist catcher drain

The amount of condensate from the water mist catcher(s) can be estimated
based on the below listed measurements and Plate 70712A and 70712B.

• Engine load [kW]

• Ambient air temperature [°C]
• Relative humidity of ambient air [%]
• Scavenge air pressure [MPa abs]
• Scavenge air temperature [°C]

Calculation procedure

1) The amount of water vapour in the intake air, Mambient [kg/kWh], is found in
Plate 70712A based on measurements of ambient air temperature and
relative humidity.

2) The maximum amount of water vapour in the scavenge air, Mscavenge

[kg/kWh], is found in Plate 70712B based on measurements of scavenge air
pressure and temperature.
 706-26

3) The expected amount of condensate, Mcondens [kg/h], is calculated by:

Mcondens = k × Engine load × (Mambient Mscavnege)

where
k : 1.00 for except below engines
0.90 for G45ME-C9/G40ME-C9

*) The tolerance of the result is ± 10%

No water condensation occurs, if the result is negative.

The seawater temperature may alternatively be used in Plate 70712A instead

of the ambient air temperature.
The 100% relative humidity curve applies, if the seawater temperature is
used.

Example of estimation of condensate amount:

Readings:
• Engine type : 6S50ME-C8
• Engine load : 6,870 kW
• Ambient air temperature : 30 °C
• Relative humidity : 85 %
• Scavenge air pressure : 0.325 MPa abs
• Scavenge air temperature : 45 °C

Calculation procedure:

1) Mambient = 0.21 kg/kWh, found from Plate 70712A.

2) Mscavenge = 0.17 kg/kWh, found from Plate 70712B.

3) Mcondens = k × Engine load × (Mambient Mscavnege)

= 1.00 × 6870 × (0.21 0.17)
= 274.8 kg/h

The condensate amount is estimated to be 275 kg/h (6.60 t/day) ± 10% in this
example.

The estimation of condensate amount is based on nominal air amount for the
engine and even distribution of the air outlet temperature from the scavenge
air cooler.
The expected condensate amount should, therefore, be taken as rough
guidance in case of small amounts of condensate (between 0.01 and 0.01
kg/kWh).
 706-27

3.2 Drain System (Plate 70614)

Condensed water will be drained off from the water mist catcher through the
sight glass, the orifice with manually operated by-pass valve to clean drain
tank.

The size of the orifice in the drain system is designed to be able to drain off
the amount of condensed water under average running conditions.

In case of running under special conditions with high humidity, it can be

necessary to open the by-pass valve on discharge line a little by manual.
Close the by-pass valve when possible to reduce the loss of scavenge air.

A level-alarm will set off alarm in case of too high water level at the drain.
Check the alarm device regularly to ensure correct functioning.

3.3 Checking the Drain System

During the engine running, discharging condition of the condensed water is to

be observed from the sight glass on mist catcher drain pipe line.
If staying of water is seen, it is recommended to discharge it by opening the
by-pass valve, to avoid the invasion of condensed water into the combustion
chamber.

However, if opening the by-pass valve fully, scavenging air pressure may
abnormally lower.
So opening degree of said valve should be adjusted watching the discharging
condition of condensed water through the sight glass.

Moreover, in case the sight glass cannot be seen through, it should be

cleaned and it is recommended to clean the sight glass in a fixed period.

• A mixed flow of air and water indicates a correctly working system where
condensation takes place.
• A flow of water only, indicates malfunctioning of the system.
Check the orifice for blocking
Check for any restrictions in the discharge pipe.
Check the level alarm.
• A flow of air is only normal when running under dry ambient conditions.
A sight glass which is completely filled with clean water, and with no air
flow, visually looks like an empty air-filled sight glass.
 706-28

Appendix 1 Measuring Instruments

1. Thermometers and Pressure Gauges

The thermometers and pressure gauges fitted on the engine are often
duplicated with instruments for remote indication.
Owing to differences in the installation method, type and make of sensing
elements, and design of pockets, the two sets of instruments cannot be
expected to give exactly the same readings.

During shop test and sea trials, readings are taken from the local instruments.
Use these values as the basis for all evaluations.

In case the local and the remote sensors are installed in separate pockets, a
temperature difference can be expected.
Consider this when evaluating performance measurements.

Check the thermometers and pressure gauges at intervals against calibrated

control apparatus.

Thermometers should be shielded against air currents from the engine room
ventilation.
If the temperature permits, keep thermometer pockets filled with oil to ensure
accurate indication.

Keep all U-tube manometers perfectly tight at the joints.

Check the tightness from time to time by using soap-water.
To avoid polluting environment, do not use mercury instruments.

Check that there is no water accumulation in tube bends, as this would falsify
the readings.

If cocks or throttle valves are incorporated in the measuring equipment,

check these for free flow, prior to taking readings.

If an instrument suddenly gives values that differ from normal, consider the
possibility of a defective instrument.
The easiest method of determining whether an instrument is faulty or not, is
to exchange it for another.

2. PMI System

See the instructions book “COMPONENT DESCRIPTION

(ACCESSORIES)”.

The PMI system is designed to provide engineers and service personnel

onboard ship with a computerised tool for pressure measurements and
analysis on two-stroke diesel engines.
 706-29

The main advantages of the system are:

• Either “off-line” or “on-line” measurement of cylinder pressure
• Graphic display of PT, PV and Balance Diagram, together with Mean
Indicated Pressure and Maximum Pressure deviation limits.
• Calculated values of Effective engine power (Pe), Mean Indicated
pressure (pi), Compression pressure (pcomp), Maximum combustion
pressure (pmax), and Scavenge air pressure (pscav), including proposed
values for fuel index adjustments, etc.
• Software interface for use with engine performance and engine
diagnostics software, e.g. CoCoS-EDS (Option)

3. Indicator Valve

During the running of the engine, soot and oil will accumulate in the indicator
bore of the cylinder cover.
Clean the bore by opening the indicator valve for a moment.

WARNING

When opening the indicator valve, keep clear of the line of ejection, as
burning combustion gas can be blown out.

To protect the valve against burning:

– Open the valve only partially.
– Close the valve after one or two ignitions.
 706-30

Appendix 2 Pressure Measurements and Engine Power Calculations

Regarding taking the indicator diagrams, see “Appendix 1”.

1. Calculation of the Indicated and Effective Engine Power

Calculation of the indicated and effective engine power consists of the

following steps:
• Mean indicated pressure (pi)
• Mean effective pressure (pe)
• Cylinder constant (k2)
• Indicated engine power (Pi)
• Effective engine power (Pe)

The mean indicated pressure (pi)

pi [MPa]

pi corresponds to the height of a rectangle with the same area and length as
the indicator diagram.
i.e., if pi was acting on the piston during the complete downward stroke, the
cylinder would produce the same total work as actually produced in one
complete revolution.

The mean effective pressure (pe)

pe = pi k1 [MPa]

where
k1 : the mean friction loss

The mean friction loss has proved to be practically independent of the engine
load and engine type.

By experience, k1 has been found to be approximately:

• 0.10 MPa : for except below engines
• 0.12 MPa : for G40ME-C9

The cylinder constant (k2) (See Table 1)

k2 is determined by the dimensions of the engine, and the units in which the
power is wanted.

k2 = 13.0900 × D2 × S

where
D : cylinder diameter [m]
S : piston stroke [m]
 706-31

The indicated engine power (Pi)

Pi = k2 × speed × pi [ikW/cyl.]

where
speed : engine speed [min-1]

The effective engine power (Pe)

Pe = k2 × speed × pe
= k2 × speed × (pi k1) [kW/cyl.]

Due to the friction in the thrust bearing, the shaft power is approximately 1%
less than the effective engine power.

Table 1 The cylinder constant (k2)

Engine type k2
G95ME-C9 40.875
G90ME-C10 34.565
S90ME-C10 34.565
S90ME-C9 34.565
G80ME-C9 31.165
S80ME-C9 28.903
G70ME-C9 20.884
S70ME-C8 17.959
S65ME-C8 15.098
G60ME-C9 13.148
S60ME-C8 11.310
G50ME-C9 8.1813
S50ME-C9 7.2453
S50ME-C8 6.5450
G45ME-C9 5.9641
G40ME-C9 4.1888

2. PMI System Estimation of Effective Engine Power

This item introduces PMI system and how the program estimates the
effective engine power.

The method used by PMI system for estimating the effective engine power is
based on the “Shaft Power Estimation Map”.
It is an empirical map that states the relationship between the measured
mean indicated pressure (pi) and the corresponding mean effective pressure
(pe) indicated by the water brake load while the engine was run at testbed,
see Fig. 1.
 706-32

 

   

   

 


   

 

 
   

Fig. 1: The Shaft Power Estimation Map is created at testbed and

demonstrates the relationship between pe and pi

Creating the Shaft Power Estimation Map:

The map is automatically created at testbed while shop trial procedures are
performed on the engine.
The engine is run at various key load points.
At these load points, the “Engine Commissioning Tool” records the engine
speed and the measured shaft power read from the water brake with
simultaneous measurements of mean indicated pressure received from PMI
auto-tuning.
When all the load points have been calibrated, the Shaft Power Estimation
Map is created and stored in the ECS for later use as a reference by PMI
system.

Estimating the Effective Engine Power (Pe):

During service, PMI system continuously monitors the combustion pressure
using the on-line cylinder sensors and calculates the equivalent indicated
pressure.
The “Shaft Power Estimation Map” is used to simulate the water brake.
The system uses the calculated mean indicated pressure as an input to the
map and performs a “lookup” to estimate the corresponding mean effective
pressure, see Fig. 2.
Given the mean effective pressure, the estimated effective engine power (Pe)
is calculated using the cylinder constant and engine speed.
 706-33




  

Fig. 2: Shaft Power Estimation Map

Advantages:
Using PMI system to estimate the effective engine power (Pe) provides the
following advantages:
• Accuracy is improved because the power estimate is calibrated towards
the water brake and load estimated by the ME-ECS during testbed runs.
• Contributions from frictional losses and measuring dependencies, due to
sensor mounting arrangements, are taken into account.
 706-34

Appendix 3 Correction of Performance Parameters

1. General

Some measured performance parameters need to be corrected to ISO

reference ambient conditions to facilitate reliable evaluation.

These parameters are: pmax, texhv, pcomp, pscav and tatc.

See also “Observations during Operation”, Item 3.

Making such corrections enables comparison to earlier (corrected) readings

or model curves, regardless of deviations of the actual tinl and tcoolinl from
reference conditions.
I.e. the correction provides the values, which would have been measured, if
tinl and tcoolinl had been 25 °C.

Record the corrected value as described in Section, “Evaluation of Records”.

Use the following reference conditions:

Air temperature before T/C filters : tinl = 25 °C

Cooling water inlet temperature, air cooler : tcoolinl = 25 °C

The air inlet temperature can vary greatly, depending on the position in which
it is measured on the T/C filter.
Experience has shown that two thermometers situated at ten o’clock and four
o’clock positions (i.e. 180° apart) and at the middle of the filter give a good
indication of the average temperature.

See also Plate 70610, regarding t (= tscav tcoolinl), the difference

between the scavenging air temperature and the cooling water inlet
temperature.

2. Correction

The correction for variations in tinl and tcoolinl from reference conditions can
be carried out by following calculations.
The corrections can be determined by the general equation:

Acorr = (tmeas tref ) × F × (K + Ameas)

where
Acorr : the correction to be applied to the parameter
tmeas : measured tinl or tcoolinl
tref : reference tinl or tcoolinl (in case of Standard Conditions, 25 °C)
F : constant for tinl or tcoolinl, see the table below (F1 and F2).
K : constant for absolute value, see the table below
Ameas : the measured parameter to be corrected, i.e. pmax, texh, pcomp,
pscav or tatc.
 706-35

See Plates 70620–70623, which show how to use the formulas.

parameter to be F1 F2 K
corrected for air temp. for cooling water
before T/C filters inlet temp., air
(tinl) cooler (tcoolinl)
pmax (Plate 70620) + 2.198 × 10-3 0.810 × 10-3 pbaro 0.1 MPa
texhv (Plate 70621) 2.466 × 10 -3
0.590 × 10 -3
273.15
pcomp (Plate 70622) + 2.954 × 10 -3
1.530 × 10 -3
pbaro 0.1 MPa
pscav (Plate 70623) + 2.856 × 10-3 2.220 × 10-3 pbaro 0.1 MPa
tatc 3.160 × 10 -3
0.180 × 10 -3
273.15

For the .5 (dot5) type engines:

The above calculations are still available as a quick correction.
In order to calculate more preciously, see Item 5.

3. Examples of Calculations

See Plate 70624, which states a set of service readings.

a) Correction of pmax (Plate 70620)

Measured: Maximum combustion pressure : 14.0 MPa

Air inlet temperature : 42 °C
Cooling water inlet temperature : 40 °C

Correction for air inlet temperature:

( 42 25 ) × ( 2.198 × 10-3 ) × ( 0.1 + 14.0 ) = 0.527 MPa

Correction for cooling water inlet temperature:

( 40 25 ) × ( 0.810 × 10-3 ) × ( 0.1 + 14.0 ) = 0.171 MPa

The corrected pscav value:

14.0 + 0.527 0.171 = 14.4 MPa

b) Correction of texhv (Plate 70621)

Measured: Temperature after exhaust valves : 425 °C

Air temperature before T/C filters : 42 °C
Cooling water inlet temp.,air cooler : 40 °C

Correction for air inlet temperature:

( 42 25 ) × ( 2.466 × 10-3 ) × ( 273.15 + 425 ) = 29.3 °C

Correction for cooling water inlet temperature:

( 40 25 ) × ( 0.590 × 10-3 ) × ( 273.15 + 425 ) = 6.18 °C

The corrected texhv value:

425 29.3 6.18 = 390 °C
 706-36

c) Correction of pcomp (Plate 70622)

Measured: Compression pressure : 11.0 MPa

Air inlet temperature : 42 °C
Cooling water inlet temperature : 40 °C

Correction for air inlet temperature:

( 42 25 ) × ( 2.954 × 10-3 ) × ( 0.1 + 11.0 ) = 0.557 MPa

Correction for cooling water inlet temperature:

( 40 25 ) × ( 1.530 × 10-3 ) × ( 0.1 + 11.0 ) = 0.255 MPa

The corrected pscav value:

11.0 + 0.557 0.255 = 11.3 MPa

d) Correction of pscav (Plate 70623)

Measured: Scavenge air pressure : 0.20 MPa

Air inlet temperature : 42 °C
Cooling water inlet temperature : 40 °C

Correction for air inlet temperature:

( 42 25 ) × ( 2.856 × 10-3 ) × ( 0.1 + 0.20 ) = 0.0146 MPa

Correction for cooling water inlet temperature:

( 40 25 ) × ( 2.220 × 10-3 ) × ( 0.1 + 0.20 ) = 0.00999 MPa

The corrected pscav value:

0.20 + 0.0146 0.00999 = 0.205 MPa

4. Maximum Exhaust Temperature

The engine is designed to allow a limited increase of the thermal loading, i.e.
increased of texhv.
This enables the engine to operate under climatic alterations and under
normal deteriorated service condition.

Whether the engine exceeds this built-in safety margin for thermal loading
can be evaluated as follows.

The factors contributing to the increased exhaust temperature levels (and

thereby thermal loads) and the largest permissible deviation values are:

• due to fouling of turbocharger (including air intake filters) : + 30 °C

and exhaust uptake
• due to fouling of air coolers : + 10 °C
• due to deteriorated mechanical condition (estimate) : + 10 °C
• due to climatic (ambient) conditions : + 45 °C
• due to operation on heavy fuel oil, etc. : + 15 °C
Total : + 110 °C
 706-37

Regarding increasing exhaust temperatures, see also “Evaluation of

Records”, Item 2.2.

For new engines it is not unusual to observe a temperature increase of

50–60 °C from the shop test to the sea trial.
This is due to the operation on heavy fuel oil and altered climatic conditions.

If the temperature increases further during service:

– Find the cause of the temperature increase.
– Clean, repair or overhaul the components in question at the first
opportunity, to improve the engine performance.

The exhaust temperature must not exceed the alarm limit.

See Chapter 703, “Guidance Alarm Limits and Measuring Values”.

To evaluate the exhaust temperature correctly, it is important to distinguish

between:
• Exhaust temperature increase due to fouling and mechanical condition
• Exhaust temperature increase due to climatic alterations

The method to distinguish between the factors is shown in the example.

Example: (approximately 95% engine load)

Measured: Temperature after exhaust valves (texhv) : 425 °C

Air temperature before T/C filters (tinl) : 42 °C
Cooling water inlet temp.,air cooler (tcoolinl) : 40 °C

Estimated: Exhaust temperature according to a model curve : 375 °C

Exhaust temperature increase due to climatic alteration:

The total correction 33 °C (= 27 + 6), to be applied to the estimated exhaust

temperature 375 °C, is due to:

Correction due to increased engine room temperature : 27 °C

( 42 25 ) × ( 2.466 × 10 ) x ( 273.15 + 375 ) = 27.2 °C
-3

Correction due to increased cooling water inlet temperature : 6 °C

( 40 25 ) × ( 0.590 × 10-3 ) × ( 273.15 + 375 ) = 5.7 °C

Distinguish between the factors:

The actual exhaust temperature increase of 50 °C (= 425 375), is

distinguished between:
• Due to climatic alterations : 33 °C
• Due to fouling and mechanical condition : 17 °C ( = 50 33)
 706-38

5. Correction and Examples of Calculations for the dot5 type engines

The correction method and the examples of calculations mentioned in Item 2

and 3 respectively are still available for the .5 (dot5) type engines.
In order to calculated more preciously, see below.

Conversion into the ISO reference ambient condition of the measured

performance parameters, will be carried out in the following procedures:
1-1) The measured value of the parameter to be converted is corrected into the
value at the ISO reference ambient condition.
1-2) The measured value of maximum combustion pressure (pmax) is corrected
into the value at the ISO reference ambient condition.
1-3) The measured value of compression pressure (pcomp) is corrected into the
value at the ISO reference ambient condition.
2-1) A “reference pmax” is calculated using the pmax and pcomp which are
corrected into values at the ISO reference ambient condition.
2-2) The performance parameter, corrected into the value at the ISO reference
ambient condition in step 1-1), is converted further using the reference pmax.

1) Conversion into the ISO reference ambient condition

The measured values of the parameter to be converted, the maximum
combustion pressure (pmax) and the compression pressure (pcomp) are
converted into the values at the ISO reference ambient condition according to
the calculation methods described in Item 2.

2-1) Calculation of the reference pmax (pmax ref)

-( - )
pmax adjusted = pmax ISO +
0.1
1 0.459
0.1

pmax ref = pmax adjusted ; if pmax adjusted pmax limit

or
pmax ref = pmax limit ; if pmax adjusted > pmax limit

where
pmax ISO : pmax corrected into the value at the ISO reference ambient
condition [MPa]
pcomp ISO : pcomp corrected into the value at the ISO reference ambient
condition [MPa]
prise limit : maximum value of prise (= pmax pcomp) specified at each
engine load [MPa]
pmax limit : maximum value of pmax specified at each engine load [MPa]

For the values of prise limit and pmax limit, refer “INSTRUCTION MANUAL
FOR ADJUSTMENT & MEASUREMENT” of this instruction book.
 706-39

2-2) Further conversion of the performance parameter which is corrected into the
value at the ISO reference ambient condition.

0.1
Acorr = 1 × F × (K + Ameas ISO)
0.1

where
Acorr : further correction to be applied to the parameter
F : constant for pmax ref, see the table below (F3).
K : constant for absolute value, see the table below
Ameas ISO : performance parameter corrected into the value at the ISO
reference ambient condition in the step 1)
(pmax, texh, pcomp, pscav, tatc)

parameter to be F3 K
corrected correction factor
for pmax ref
pmax ISO + 1.000 pbaro 0.1 MPa
texhv ISO 0.088 273.15
pcomp ISO 0.459 pbaro 0.1 MPa
pscav ISO 0.445 pbaro 0.1 MPa
tatc ISO + 0.003 273.15

Example Correction of temperature after turbine (tatc)

Measured: Air temperature before T/C filter : 5 °C

Cooling water inlet temp., air cooler : 27 °C
Temperature after turbine : 203 °C
Maximum combustion pressure : 18.5 MPa
Compression pressure : 16.1 MPa
prise limit at measured engine load : 3.5 MPa
pmax limit at measured engine load : 18.5 MPa

1-1) Conversion of the tatc into the value at the ISO reference ambient condition

Correction for air inlet temperature:

( 5 25 ) × ( 3.160 × 10-3 ) × ( 273.15 + 203 ) = 30.1 °C

Correction for cooling water inlet temperature:

( 27 25 ) × ( 0.180 × 10-3 ) × ( 273.15 + 203 ) = 0.171 °C

The corrected tatc value:

203 + 30.1 0.171 = 233 °C
 706-40

1-2) Conversion of the pmax into the value at the ISO reference ambient condition

Correction for air inlet temperature:

( 5 25 ) × ( 2.198 × 10-3 ) × ( 0.1 + 18.5 ) = 0.818 MPa

Correction for cooling water inlet temperature:

( 27 25 ) × ( 0.810 × 10-3 ) × ( 0.1 + 18.5 ) = 0.0301 MPa

The corrected pmax value (pmax ISO):

18.5 0.818 0.0301 = 17.7 MPa

1-3) Conversion of the pcomp into the value at the ISO reference ambient
condition

Correction for air inlet temperature:

( 5 25 ) × ( 2.954 × 10-3 ) × ( 0.1 + 16.1 ) = 0.957 MPa

Correction for cooling water inlet temperature:

( 27 25 ) × ( 1.530 × 10-3 ) × ( 0.1 + 16.1 ) = 0.0496 MPa

The corrected pcomp value (pcomp ISO):

16.1 0.957 0.0496 = 15.1 MPa

2-1) Calculation of the reference pmax (pmax ref)

3.5 - (17.7 - 15.1)

pmax adjusted = 17.7 +
(0.1 15.1)
1 0.459
(0.1 17.7)
= 18.3 MPa pmax limit

therefore
pmax ref = 18.3 MPa

2-2) Further conversion of the tatc

Correction of the pmax ISO for the for the pmax ref:

0.1 18.3
1 × (0.003) × ( 273.15 + 233 ) = 0.0512 °C
0.1 17.7

The further converted tatc value:

233 + 0.0512 = 233 °C
 706-41

Appendix 4 Turbocharger Efficiency

1. General

To record the turbocharger efficiencies, see “Evaluation of Records”, Item 3.

Plate 70609 shows model curves for compressor and turbine efficiencies,
based on the scavenge air pressure.

For general evaluation of the engine performance, it is unnecessary to

calculate turbocharger efficiencies.
However, if such calculations are desired, they can be carried out as
described below.

2. Calculating the Efficiencies

The total turbocharger efficiency is the product of the compressor, turbine,

and mechanical efficiencies.
However, the last one has almost no effect on the efficiency calculations, and
is therefore omitted.

When calculating the turbocharger efficiency, it is necessary to distinguish

between:
• Plants without Turbo Compound System (TCS) and exhaust by-pass
• Plants with TCS and/or exhaust by-pass

2.1 Plants without TCS and Exhaust By-Pass

Measure the parameters listed in Table 1.

It is essential that, as far as possible, the measurements are taken
simultaneously.
Convert all pressures to the same unit.

Table 1: Measurement items for calculation of efficiencies

Parameter Symbol Unit Example

Barometric pressure pbaro MPa 0.1006 MPa
Pressure drop across air coolers pc MPa 0.0034 MPa
Air temperature before T/C filters tinl °C 31.2 °C
Turbocharger speed T/C speed min-1 12100 min-1
Scavenge air pressure pscav MPa 0.2560 MPa *)
Exhaust receiver pressure pexh MPa 0.2450 MPa *)
Pressure after turbine patc MPa 0.0023 MPa *)
Temperature before turbine tbtc °C 412.9 °C

*) gauge pressure, note that the official designation of MPa is “absolute

pressure”
 706-42

The total efficiency ( tot)

tot = 0.9265 × MA / MX × T1 / T2 × ( R10.286 1)/(1 R20.265 )

T1 : tinl + 273.15
T2 : tbtc + 273.15
R1 : ( pbaro + pscav + pc ) / pbaro
R2 : ( pbaro + patc ) / ( pbaro + pexh )
MF : Fuel mass flow through turbine
MX : Exhaust gas mass flow through turbine
MA : Air mass flow through compressor
= MX MF
If MA or MX unknown ; MA / MX = 0.9817

The compressor efficiency ( compr)

compr = 3628800 × T1 × ( R10.286 1 ) / ( µ × U2 )

µ : slip factor, see Plate 70628.

D : Diameter of compressor wheel, see Plate 70628.
U : The peripheral speed of the compressor wheel
= × D × T/C speed

The turbine efficiency ( turb)

turb = tot / compr

Example:

The turbocharger used in this example is MITSUI-MAN B&W TCA77, and

measurement results are obtained as table 1:

T1 = tinl + 273.15 = 31.2 + 273.15 = 304.35 K

T2 = tbtc + 273.15 = 412.9 + 273.15 = 686.05 K
R1 = ( pbaro + pscav + pc ) / pbaro
= ( 0.1006 + 0.2560 + 0.0034 ) / 0.1006
= 3.579
R2 = ( pbaro + patc ) / ( pbaro + pexh )
= ( 0.1006 + 0.0023 ) / ( 0.1006 + 0.2450 )
= 0.2977
D = 0.752
µ = 0.745
U = × D × T/C speed = 3.14159 × 0.752 × 12100 = 28590
MF = 0.63 kg/s
MX = 31.85 kg/s
MA = MX MF = 31.85 0.63 = 31.22 kg/g
 706-43

Therefore,
tot = 0.9265 × MA / MX × T1 / T2 × ( R10.286 1 ) / ( 1 R20.265 )
= 0.9265 × 31.22 / 31.85 × 304.35 / 686.05
x ( 3.5790.286 1 ) / ( 1 0.29770.265 )
= 0.646

compr = 3628800 × T1 × ( R10.286 1 ) / ( µ × U2 )

= 3628800 × 304.35 × ( 3.5790.286 1 ) / ( 0.745 × 285902 )
= 0.798

turb = tot / compr = 0.646 / 0.798

= 0.810

2.2 Plants with TCS and/or Exhaust By-Pass

The equation tot stated in Item 2.1 is based on a situation where

(the mass flow through the turbine)
= (the mass flow through the compressor + the fuel amount).

If a TCS or an exhaust by-pass is fitted, the mass flow through the turbine is
reduced by the mass flow through the TCS or the exhaust by-pass.

The mass flows through the turbine and the TCS or through the turbine and
exhaust by-pass are proportional to the effective areas in the turbines or the
orifice in the exhaust by-pass.

Calculate the turbocharger efficiency as described in Item 2.1.

Then correct the results in accordance with the following:

The total efficiency ( tot)

tot = ( Aeff + aeff ) / Aeff

× 0.9265 × MA / MX × T1 / T2 × ( R10.286 1)/(1 R20.265 )

where
Aeff : Effective area in turbocharger turbine
aeff : Effective area in TCS or exhaust by-pass

The relation ( Aeff + aeff ) / Aeff can vary from plant to plant, but is most often
about 1.07.
This value can be used when evaluating the trend of the efficiency in service.

The compressor efficiency ( compr)

compr is unchanged, as it is not affected by whether the plant operates with

TCS/by-pass or not.

The turbine efficiency ( turb)

turb = ( Aeff + aeff ) / Aeff

× 0.9265 × MA / MX × T1 / T2 x (R10.286 1) / (1 R20.265 )
/ compr
Plate 70601 Load Diagram for Propulsion alone

Engine shaft power,

percent of power A
115
100% ref.point (A) 110
Specified MCR (M) 105
A=M
5 7 100
95
90
85
80

75

70

65

60

55
8 4 1 6 3
50
2
45

40
60 65 70 75 80 85 90 95 100 105 110
Engine speed,
percent of speed A

Line 1 : Propeller curve through point A.

Line 2 : Propeller curve – heavy running, recommended limit.
for fouled hull at calm weather conditions.
Line 3 : Speed limit.
Line 4 : Torque / speed limit.
Line 5 : Mean effective pressure limit.
Line 6 : Propeller curve – light running (4.0–10.0% margin for line 2)
for clean hull and calm weather conditions – for propeller layout
Line 7 : Power limit for continuous running.
Line 8 : Overload limit.
Plate 70602 Load Diagram for Propulsion and
Main Engine Driven Generator

Engine shaft power,

percent of power A
115
100% ref.point (A) 110
Specified MCR (M) 105
A
5 7 100
M
95
90
85
80

75

70

65

60
S/G
55
8 4 1 6 3
50
2A 2
45

40
60 65 70 75 80 85 90 95 100 105 110
Engine speed,
percent of speed A

Line 1 : Propeller curve through point A.

Line 2 : Propeller curve for propulsion alone – heavy running, recommended limit.
for fouled hull at calm weather conditions.
Line 2A : Engine service curve for heavy running propulsion (line 2) and
shaft generator (SG).
Line 3 : Speed limit.
Line 4 : Torque / speed limit.
Line 5 : Mean effective pressure limit.
Line 6 : Propeller curve for propulsion alone – light running (4.0–10.0% margin for line 2)
for clean hull and calm weather conditions – for propeller layout
Line 7 : Power limit for continuous running.
Line 8 : Overload limit.

Note : The propeller curve for propulsion alone in found by subtracting the actual shaft
generator power (incl. generator efficiency) from the effective engine power at
maintained speed.
     
 
          
      
         

Plate 70603
           
        
         
 
       
               
  
  
  
 

Engine Data in Service

   
 
 
   
   
    
   
        


    

    
 
  
 

    


     

   
   
   
   
         
          
          
          
         
          
        
 
    
    
    
  
   

 
 

Plate 70604
     
    
    
   
    
      
    
 
    
   
       
       
  

Readings relating to Thermodynamics Conditions

     
       
        
    
   
    
      
        
         

  

 
   
  
    
    

   

   
      
       
      

 
      
  
   
M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

Plate 70605
speed as a function of pi
Model curves + time based deviation charts for:
mean draught, average mean indicated pressure (pi).
Time based deviation charts for:


         

     

Synopsis Diagram – for Engine

 
      
   
        
     
      
     



       


 
  

 
 



 
 


  
           
     
M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

(Blank Copy)
Plate 70605
mean draught, average mean indicated pressure (pi), and speed.
Time based deviation charts for:


Synopsis Diagram – for Engine

 









 




 


M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

Plate 70606
pmax and fuel index as a function of pi
Model curves and time based deviation charts for:
 





Synopsis Diagram – for Engine



 





           
     

 







 





           
     
M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

(Blank Copy)
Plate 70606
pmax and fuel index
Time based deviation charts for:




Synopsis Diagram – for Engine















M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

Plate 70607
texhv and pcomp as a function of pe
Model curves and time based deviation charts for:




Synopsis Diagram – for Engine







           
   

 







 





           
   
M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

(Blank Copy)
Plate 70607
texhv and pcomp
Time based deviation charts for:


Synopsis Diagram – for Engine














M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

Plate 70608
T/C speed and pf as a function of pscav
pscav as a function of pe
Model curves and time based deviation charts for:
 

 

 

 

Synopsis Diagram – for Turbocharger


 

           
   
 

 

 

 

 

           
   
 

 

 

 

 

           
   
M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

(Blank Copy)
Plate 70608
pscav, T/C speed, and pf
Time based deviation charts for:




Synopsis Diagram – for Turbocharger


























M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

Plate 70609
compressor and turbine efficiencies as a function of pscav
Model curves and time based deviation charts for:
 



 

Synopsis Diagram – for Turbocharger



 



 


          
   

 



 



 



 


          
   
M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

(Blank Copy)
Plate 70609
compressor and turbine efficiencies
Time based deviation charts for:




Synopsis Diagram – for Turbocharger
















M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

Plate 70610
Model curves and time based deviation charts for:
tair-water, twater, and pair as a function of pscav
  
    

 
 

 

 

Synopsis Diagram – for Air Cooler

 

           
   
  

 
 

 

 

 

           
   
 
  
  

 

 

 

 

           
   
M/V Engine Type Checked by :

Builder No.
Time Based Deviation Charts

Yard Built Year Date :

(Blank Copy)
Plate 70610
Time based deviation charts for:
tair-water, twater, and pair




Synopsis Diagram – for Air Cooler






















Plate 70611 Specific Fuel Oil Consumption

Correction for Fuel Oil Temperature (Density) and Sulphur Content (Calorific Value)
 Plate 70614 Air Cooler Cleaning System



      

   
    
     

 
 

  

   
    

   

 
 

 
 
  

    

 Plate 70615 Normal Indicator Diagram

K-ME/ME-C, L-ME-C Engines:

 
   
 
 



 

    

   

S-ME-C, G-ME-C Engines:

For this type of engine it has been necessary to delay the point of ignition to 2–3° after TDC, in order to
keep the pressure rise, pmax pcomp, within the specified 3.5 MPa (at Pmax break point and above),
while still maintaining optimum combustion and thereby low SFOC.

Due to this delay in ignition, the draw diagram will often show tow pressure peaks, as shown in the
figure below.
Plate 70620 Correction to ISO Reference Ambient Conditions

Maximum Combustion Pressure

Correction of measured pmax

because of deviations between tinl / tcoolinl and standard conditions.

Air temperature before T/C filters (tinl)

Cooling water inlet temperature, air cooler (tcoolinl)

Calculating the corrections:

tinl : Acorr = (tmeas – 25) × 2.198 × 10-3 × (0.1 + Ameas) MPa

tcoolinl : Acorr = (tmeas – 25) × –0.810 × 10-3 × (0.1 + Ameas) MPa
Plate 70621 Correction to ISO Reference Ambient Conditions

Exhaust Temperature (after exhaust valves)

Correction of measured exhaust temperature (texhv)

because of deviations between tinl / tcoolinl and standard conditions.

Air temperature before T/C filters (tinl)

Cooling water inlet temperature, air cooler (tcoolinl)

Calculating the corrections:

tinl : Acorr = (tmeas – 25) × –2.466 × 10-3 (273.15 + Ameas) °C

tcoolinl : Acorr = (tmeas – 25) × –0.590 × 10-3 (273.15 + Ameas) °C
Plate 70622 Correction to ISO Reference Ambient Conditions

Compression Pressure

Correction of measured compression pressure

because of deviations between tinl / tcoolinl and standard conditions.

Air temperature before T/C filters (tinl)

Cooling water inlet temperature, air cooler (tcoolinl)

Calculating the corrections:

tinl : Acorr = (tmeas – 25) × 2.954 × 10-3 × (0.1 + Ameas) MPa

tcoolinl : Acorr = (tmeas – 25) × –1.530 × 10-3 × (0.1 + Ameas) MPa
Plate 70623 Correction to ISO Reference Ambient Conditions

Scavenge Pressure

Correction of measured scavenge pressure

because of deviations between tinl / tcoolinl and standard conditions.

Air temperature before T/C filters (tinl)

Cooling water inlet temperature, air cooler (tcoolinl)

Calculating the corrections:

tinl : Acorr = (tmeas – 25) × 2.856 × 10-3 × (0.1 + Ameas) MPa

tcoolinl : Acorr = (tmeas – 25) × –2.220 × 10-3 × (0.1 + Ameas) MPa
 Plate 70624 Correction to ISO Reference Ambient Conditions

Example of readings : pmax : 14.0 MPa pscav : 0.20 MPa

: texhv : 425 °C tinl : 42 °C
: pcomp : 11.0 MPa tcoolinl : 40 °C

Correction for tinl : + 0.527 MPa Correction for tinl : – 29.3 °C

Correction for tcoolinl : – 0.171 MPa Correction for tcoolinl : – 6.18 °C
Correction 0.527–0.171 : + 0.356 MPa Correction –29.3–6.18 : – 35.5 °C

Correction for tinl : + 0.557 MPa Correction for tinl : + 0.0146 MPa
Correction for tcoolinl : – 0.255 MPa Correction for tcoolinl : – 0.00999 MPa
Correction 0.557 0.255 : + 0.302 MPa Correction 0.0146–0.00999 : + 0.00461 MPa
 Plate 70628 Turbocharger Compressor Wheel Diameter and
Slip Factor

Turbocharger Type Diameter, D [m] Slip Factor,

TCA88 0.893
TCA77 0.752
TCA66 0.633 0.745
TCA55 0.533
TCA44 0.476

Turbocharger Type Diameter, D [m] Slip Factor,

-L37 / -L35 -L34

A185-L 0.874 0.843
A180-L 0.784 0.756
A175-L 0.694 0.669 0.72
A170-L 0.576 0.555
A165-L 0.500 0.482

Turbocharger Type Diameter, D [m] Slip Factor,

TPL85-B15 / B14 0.8553 0.8239

TPL80-B12 / B11 0.6985 0.6729
TPL77-B12 / B11 0.6020 0.5799 0.69
TPL73-B12 / B11 0.5065 0.4879
TPL69-BA10 0.3999

Turbocharger Type Diameter, D [m] Slip Factor,

Impeller Profile ALL V, Z, W S, O, R

Impeller Size 2 3 2 3 2 3
MET90SE,MA 1.02
MET83SE,SEII,MA 0.873 0.924
MET71SE,SEII,MA 0.790
MET66SE,SEII,MA 0.689 0.730
0.72 0.69
MET60MA 0.652
MET53SE,SEII,MA 0.553 0.586
MET42SE,SEII,MA 0.436 0.462
MET33SE,SEII,MA 0.352 0.373
 ME 4069E 1/6

Water washing of turbocharger at turbine side during engine running has been recommended
on MITSUI-MAN B&W engines as the standard in order to maintain the best turbine
performance.
On the other hand, however, the cleaning method with the solid material has been developed
and recommended instead of water washing by turbocharger maker.
In these circumstances, we install the cleaning device with solid material as the standard for
TCA type turbocharger.
Cleaning method with solid material is shown in this guidance.
 ME 4069E 2/6

1. Outline of cleaning method with solid material

Solid materials in tank are spouted into exhaust pipe before a turbocharger by
compressed air and will remove deposit on nozzle vanes and turbine blades by their
impact force.
This procedure can be executed at service load without reducing engine speed in most
cases, while the engine load should be reduced drastically in case of the water washing.

2. Solid material

1) Formed activated carbon, grained activated carbon and crushed nut shells are
suitable for solid material.
Rice and grain are not recommended as a dry cleaning material, as it may stick in
the exhaust gas boiler.

2) The cleaning effect depends on shape, size, hardness and specific gravity of solid
material.
If they are improperly applied, nozzle vanes and turbine blades will be damaged.
The suitable size of solid material is 1.0–1.5 mm. It must not be larger than
1.5 mm. In case of activated carbon is used, the size should be max. 1.0 mm.

3) For your reference, several brands of solid material in the market are introduced as
follows, although we take no responsibility of these products.

Name of bland Name of Company Address, Telephone

Turbine wash (Selling agency) Arca-central Bldg. 16F,
Turbo Systems 2-1, Kinshi 1-Chome,
United Co., Ltd. Sumida-ku, Tokyo 130-0013, Japan
TEL: +81-3-5611-5988, FAX: +81-3-5611-5977
AC cleaner (Selling agency) 10-20-202, Chuo-Honcho 3-Chome,
(activated coke) Sankoamenity Co., Adachi-ku, Tokyo 121-0011, Japan
Ltd. TEL: +81-3-3852-2552, FAX: +81-3-3852-2553
MARINE GRIT (Selling agency) 2-12, Noda-cho 5-Chome,
No. 16 Hikawa Marine Nagata-ku, Kobe 653-0051, Japan
(Walnut) Corporation TEL: +81-78-737-5180, FAX: +81-78-737-5185

(Sole agent) 4-48, Shinkidajima 7-Chome,

Mashin Shokai Ltd. Suminoe-ku, Osaka 559-0024, Japan
TEL: +81-6-6683-5701, FAX: +81-6-6683-5770
 ME 4069E 3/6

3. Cleaning

1) Cleaning condition

a. During the cleaning, the engine load should be at service load (approx.
70–100% load).

b. Quantity of solid material required for the cleaning is shown in Table 1.

Table 1 Recommendable quantity of solid material

(MAN–TCA type turbochargers)

Quantity of
Turbocharger
solid material
type
(litter/TC)

TCA44 0.5
TCA55 1.0

TCA66 1.5

TCA77 2.0

TCA88 2.5
 ME 4069E 4/6

2) Procedure of cleaning (See Fig. 1)

a) Confirm that the valve is closed firmly.

b) Before pouring solid material into the filling tank “A”, open the valves , and
then open the valve for 5–10 seconds.
The pipe “C” and nozzle “E” may have been clogged with the residual solid
material. This operation makes it possible to clear them.

c) Close the valves as the order of .

Confirm that the valves and are closed.

d) After opening the valve , pour a specified amount of solid material into the
filling tank “A” from the hopper “B”, then close the valve .

e) Open the valves in the order of , and then solid material is spouted into
exhaust pipe through the pipe “C” and nozzle “E” for about 30 seconds.

f) Close the valves as the order of .

3) Interval of cleaning

It is recommended to carry out the turbine cleaning after every 24–50 hours operation
so that heavy deposits, which will deteriorate a turbocharger performance, do not
adhere to the turbine.
 ME 4069E 5/6

4. Cautions

1) Do not carry out water washing at the same time as solid material washing to avoid
adhesion of solid material in turbocharger.

2) Do not open any drain valve on exhaust pipes and turbocharger, otherwise solid
material will burst out of such opening.

3) Be careful whether sparks draw out of chimney or not.

If they are dangerous, stop the cleaning.

4) Surging during cleaning has to be avoided.

If surging occurs, the air supply has to be adjusted by the valve
 ME 4069E 6/6

Cleaning Turbine by
Fig. 1
Solid Material

Exhaust gas receiver

A
Fillig tank
B
Hopper
C
Pipe
D
Turbocharger Pipe
E
E Nozzle
1
2
2
C
Valve
3
Valve

3
A
1

D
Air
(0.5 0.8 MPa)
 ME 4424B 1/7

Water washing of turbocharger at turbine side during engine running has been recommended
on MITSUI-MAN B&W engines as the standard in order to maintain the best turbine
performance.
On the other hand, however, the cleaning method with the solid material has been developed
and recommended instead of water washing by turbocharger maker.
In these circumstances, we install the cleaning device with solid material as the standard for
A100/A200 type turbocharger.
Cleaning method with solid material is shown in this guidance.
 ME 4424B 2/7

1. Outline of cleaning method with solid material

Solid materials in tank are spouted into exhaust pipe before a turbocharger by
compressed air and will remove deposit on nozzle vanes and turbine blades by their
impact force.
This procedure can be executed at service load without reducing engine speed in most
cases, while the engine load should be reduced drastically in case of the water washing.

2. Solid material

1) Formed activated carbon, grained activated carbon and crushed nut shells are
suitable for solid material.
Rice and grain are not recommended as a dry cleaning material, as it may stick in
the exhaust gas boiler.

2) The cleaning effect depends on shape, size, hardness and density of solid material.
If they are improperly applied, nozzle vanes and turbine blades will be damaged.
The cleaning materials should be used with our recommended size, which can be
got, for example, with coffee mill.
The suitable size of solid material is 1.2–2.0 mm.
The density of solid material must not exceed 1.2 g/cm3.
 ME 4424B 3/7

3) For your reference, several brands of solid material in the market are introduced as
follows, although we take no responsibility of these products.

Name of bland Name of Company Address, Telephone

Turbine wash (Selling agency) Arca-central Bldg. 16F,
Turbo Systems 2-1, Kinshi 1-Chome,
United Co., Ltd. Sumida-ku, Tokyo 130-0013, Japan
TEL: +81-3-5611-5988, FAX: +81-3-5611-5977
AC cleaner (Selling agency) 10-20-202, Chuo-Honcho 3-Chome,
(activated coke) Sankoamenity Co., Adachi-ku, Tokyo 121-0011, Japan
Ltd. TEL: +81-3-3852-2552, FAX: +81-3-3852-2553
OMT-701 (Selling agency) 14-1, Hatchobori 4-Chome,
O.M.T. Incorporated Cyuo-ku, Tokyo 104-0003, Japan
TEL: +81-3-3553-5077, FAX: +81-3-3553-5076
MARINE GRIT (Selling agency) 2-12, Noda-cho 5-Chome,
No. 12 Hikawa Marine Nagata-ku, Kobe 653-0051, Japan
(Walnut) Corporation TEL: +81-78-737-5180, FAX: +81-78-737-5185

(Sole agent) 4-48, Shinkidajima 7-Chome,

Mashin Shokai Ltd. Suminoe-ku, Osaka 559-0024, Japan
TEL: +81-6-6683-5701, FAX: +81-6-6683-5770
 ME 4424B 4/7

3. Cleaning

1) Cleaning condition

a. During the cleaning, the engine load should be at service load (approx. 25–85%
load).

b. Quantity of solid material required for the cleaning is shown in Table 1.

Table 1 Recommendable quantity of solid material

(ABB–A100/A200 type turbochargers)

Quantity of
Turbocharger
solid material
type
(liter/TC)

A165-L / A265-L 1.0

A170-L / A270-L 1.5

A175-L / A275-L 2.0

A180-L / A280-L 2.5

A185-L / A285-L 3.0

A190-L 3.5
 ME 4424B 5/7

2) Procedure of cleaning (See Fig. 1)

a) Confirm that the cap 12 is closed firmly.

b) Before pouring solid material into the filling tank 11, open the valves 16 and 17,
and then open the valve 15 for 5–10 seconds.
The pipe 14 may have been clogged with the residual solid material. This
operation makes it possible to clear them.

c) Close the valves as the order of 16 15 17.

Confirm that the valves 16, 15 and 17 are closed.

d) After opening the cap 12, pour a specified amount of solid material into the
filling tank 11, and then close the cap 12.

e) Open the valve 16 and 17, and then open the valve 15 for 1 minute. By this
operation, the solid material is spouted into exhaust pipe through the pipe 14.

f) Close the valves as the order of 16 15 17.

3) Interval of cleaning

It is recommended to carry out the turbine cleaning after every 25–50 hours operation
so that heavy deposits, which will deteriorate the turbocharger performance, do not
adhere to the turbine.
 ME 4424B 6/7

4. Cautions

1) Do not open any drain valve on exhaust pipes and turbochargers, otherwise solid
material will burst out of such opening.

2) Be careful whether sparks draw out of chimney or not.

If they are dangerous, stop the cleaning.

3) Surging may occur during solid material washing.

There is no problem with single-occurred surging.

4) Be careful of frequent cleaning by solid material, otherwise, erosion damage may

occur on gas casing.
Normally, solid material should be spouted only one time per one cleaning.
If cleaning effect is not found one time cleaning, try it again only one more time.
 ME 4424B 7/7

Cleaning Turbine by
Fig. 1
Solid Material

Filling tank Valve

Cap Valve

Air supply (0.4–1.0 MPa) Valve

Pipe Gas-inlet casing

 ME 4014G 1/7

Water washing of turbocharger at turbine side during engine running has been recommended
on MITSUI-MAN B&W engines as the standard in order to maintain the best turbine
performance.
On the other hand, however, the cleaning method with the solid material has been developed
and recommended instead of water washing by turbocharger maker.
In these circumstances, we install the cleaning device with solid material in addition to water
wasting as the standard for TPL type turbocharger.
Cleaning method with solid material is shown in this guidance.
As for water cleaning, refer to ME4015.
 ME 4014G 2/7

1. Outline of cleaning method with solid material

Solid materials in tank are spouted into exhaust pipe before a turbocharger by
compressed air and will remove deposit on nozzle vanes and turbine blades by their
impact force.
This procedure can be executed at service load without reducing engine speed in most
cases, while the engine load should be reduced drastically in case of the water washing.

2. Solid material

1) Formed activated carbon, grained activated carbon and crushed nut shells are
suitable for solid material.
Rice and grain are not recommended as a dry cleaning material, as it may stick in
the exhaust gas boiler.

2) The cleaning effect depends on shape, size, hardness and specific gravity of solid
material.
If they are improperly applied, nozzle vanes and turbine blades will be damaged.
The cleaning materials should be used with our recommended size, which can be
got, for example, with coffee mill.
The suitable size of solid material is 1.2–2.0 mm.
 ME 4014G 3/7

3) For your reference, several brands of solid material in the market are introduced as
follows, although we take no responsibility of these products.

Name of bland Name of Company Address, Telephone

Turbine wash (Selling agency) Arca-central Bldg. 16F,
Turbo Systems 2-1, Kinshi 1-Chome,
United Co., Ltd. Sumida-ku, Tokyo 130-0013, Japan
TEL: +81-3-5611-5988, FAX: +81-3-5611-5977
AC cleaner (Selling agency) 10-20-202, Chuo-Honcho 3-Chome,
(activated coke) Sankoamenity Co., Adachi-ku, Tokyo 121-0011, Japan
Ltd. TEL: +81-3-3852-2552, FAX: +81-3-3852-2553
OMT-701 (Selling agency) 14-1, Hatchobori 4-Chome,
O.M.T. Incorporated Cyuo-ku, Tokyo 104-0003, Japan
TEL: +81-3-3553-5077, FAX: +81-3-3553-5076
MARINE GRIT (Selling agency) 2-12, Noda-cho 5-Chome,
No. 12 Hikawa Marine Nagata-ku, Kobe 653-0051, Japan
(Walnut) Corporation TEL: +81-78-737-5180, FAX: +81-78-737-5185

(Sole agent) 4-48, Shinkidajima 7-Chome,

Mashin Shokai Ltd. Suminoe-ku, Osaka 559-0024, Japan
TEL: +81-6-6683-5701, FAX: +81-6-6683-5770
 ME 4014G 4/7

3. Cleaning

1) Cleaning condition

a. During cleaning, the gas temperature before the turbine should be below
520 °C.

b. Quantity of solid material required for the cleaning is shown in Table 1.

Table 1 Recommendable quantity of solid material

(ABB–TPL type turbochargers)

Quantity of
Turbocharger
solid material
type
(liter/TC)

TPL69 1.0
TPL73 1.0

TPL77 1.5

TPL80 2.0

TPL85 3.0

TPL85 3.5
 ME 4014G 5/7

2) Procedure of cleaning (See Fig. 1)

a) Confirm that the valve is closed firmly.

b) Before pouring solid material into the filling tank “A”, open the valves , and
then open the valve for 5–10 seconds.
A pipe “C” and nozzle “E” may have been clogged with the residual solid
material. This operation makes it possible to clear them.

c) Close the valves as the order of .

Confirm that the valves and are closed.

d) After opening the valve , pour a specified amount of solid material into the
filling tank “A” from the hopper “B”, then close the valve .

e) Open the valve , and then open the valve for 1 minute. By this operation,
the solid material is spouted into exhaust pipe through the pipe “C” and nozzle
“E”.

f) Close the valves as the order of .

3) Interval of cleaning

It is recommended to carry out the turbine cleaning after every 20–50 hours operation
so that heavy deposits, which will deteriorate the turbocharger performance, do not
adhere to the turbine.
 ME 4014G 6/7

4. Cautions

1) Do not carry out water washing at the same time as solid material washing to avoid
adhesion of solid material in turbocharger.

2) Do not open any drain valve on exhaust pipes and turbochargers, otherwise solid
material will burst out of such opening.

3) Be careful whether sparks draw out of chimney or not.

If they are dangerous, stop the cleaning.

4) Surging may occur during solid material washing.

There is no problem with single-occurred surging.

5) Be careful of frequent cleaning by solid material, otherwise, erosion damage may

occur on gas casing.
Normally, solid material should be spouted only one time per one cleaning.
If cleaning effect is not found one time cleaning, try it again only one more time.
 ME 4014G 7/7

Cleaning Turbine by
Fig. 1
Solid Material

Exhaust gas receiver

A
Fillig tank
B
Hopper
C
Pipe
D
Turbocharger Pipe
E
E Nozzle
1
2
2
C
Valve
3
Valve

3
A
1

D
Air
(0.4 MPa)
 ME 3444H 1/6

Water washing of turbocharger at turbine side during engine running has been recommended
on MITSUI-MAN B&W engines as the standard in order to maintain the best turbine
performance.
On the other hand, however, the cleaning method with the solid material has been developed
and recommended instead of water washing by turbocharger maker.
In these circumstances, we install the cleaning device with solid material as the standard for
MET type turbocharger.
Cleaning method with solid material is shown in this guidance.
 ME 3444H 2/6

1. Outline of cleaning method with solid material

Solid materials in tank are spouted into exhaust pipe before a turbocharger by
compressed air and will remove deposit on nozzle vanes and turbine blades by their
impact force.
This procedure can be executed at service load without reducing engine speed in most
cases, while the engine load should be reduced drastically in case of the water washing.

2. Solid material

1) Crushed nut shells are suitable for solid material.

Rice and grain are not recommended as a dry cleaning material, as it may stick in
the exhaust gas boiler.

2) The cleaning effect depends on shape, size, hardness and specific gravity of solid
material.
If they are improperly applied, nozzle vanes and turbine blades will be damaged.
The cleaning materials should be used with our recommended size, which can be
got, for example, with coffee mill.

- nut shell grained size: 2.0–2.8 mm (MARINE GRIT No. 8)

 ME 3444H 3/6

3. Cleaning

1) Cleaning condition

a. Turbocharger speeds at cleaning are shown in Table 1.

Before operating a cleaning device, the engine load should be adjusted so that
the turbocharger speed is within the recommended range.

b. Quantity of solid material required for the cleaning is shown in Table 1.

Table 1 Recommendable turbocharger speed and quantity of solid material

(MITSUBISHI–MET type turbochargers)

Turbocharger Quantity of Filling tank

Turbocharger
speed solid material capacity
type
(min-1) (liter/TC) (liter/TC)

MET33 23,300 0.4 1.5

MET42 18,800 0.7 1.5

MET53 14,800 1.6 3.0

MET60 13,300 2.1 3.0

MET66 11,900 2.6 3.0

MET71 11,000 2.6 3.0

MET83 9,400 3.5 4.0

MET90 8,500 3.5 4.0

 ME 3444H 4/6

2) Procedure of cleaning (See Fig. 1)

a) Open the valves as the order of to pass air for 1–2 minutes for cooling
of the cleaning device.

b) Close the valves as the order of

c) Pour a specified amount of solid material into the filling tank , then close the
cap of the filling tank.

d) Open the valves as the order of , and then solid material is spouted into
exhaust pipe.

f) Close the valves as the order of .

3) Interval of cleaning

It is recommended to carry out the turbine cleaning after every 100 hours operation so
that heavy deposits, which will deteriorate the turbocharger performance, do not
adhere to the turbine.
 ME 3444H 5/6

4. Cautions

1) Do not open any drain valve on exhaust pipes and turbochargers, otherwise solid
material will burst out of such opening.

2) Be careful whether sparks draw out of chimney or not.

If they are dangerous, stop the cleaning.

3) Should some such sudden change take place in engine operation during injection
of the cleaning medium as, for example, very severe surging, etc., use about 1/2 of
the quantity specified in Table 1 per cleaning for trial.
Make sure that the engine undergoes stabilized operation, and then repeat the
cleaning the same way.
Employ this cleaning method thereafter as standard practice.

4) Be careful of frequent cleaning by solid material, otherwise, erosion damage may

occur on gas casing.
If the repeated cleaning also fails to improve the situation, exhaust temperature,
scavenging pressure, turbocharger speed, etc., then open up the turbocharger for
cleaning.
 ME 3444H 6/6

Cleaning Turbine by
Fig. 1
Solid Material

2 Air
(0.4 0.9 MPa)

Turbocharger

Exh. gas receiver

1
Valve
2
Filling Tank
4
Valve
 ME 4070C 1/3

If dry cleaning is not sufficient to remove the hard, glazed residual layer, cleaning of the
turbine can be effected during operation by means of the water washing device.
The procedure of water washing is shown below.

1. Reduce the engine load until turbine inlet gas temperature has dropped to 320°C.
Following turbocharger speeds are of guidance only.

TCA66 ; 9,500 min-1

TCA77 ; 8,000 min-1
TCA88 ; 7,000 min-1

2. After a lapse of time of about 10 minutes, put the washing device into action.
1) Set the three-way valve to “WASHING”.
2) Open the three-way valve under the gas outlet casing to “T/C CLEANING”
position.
3) Open the stop valve .
4) Washing period is approximately 2 minutes at a water pressure of 0.20–0.30MPa.
Check at pressure gauge on the pressure reducing valve .
5) Cut off the water admission by closing the stop valve .
6) Run the engine for about 2 minutes to allow the turbine to dry.
7) Repeat the above procedure 3)–6), 3–5 times.

3. At the end of washing process:

1) Set the three-way valve to “BLOWING OUT”.
2) Close the three-way valve under the gas outlet casing to “ENGINE RUNNING”
position.
 ME 4070C 2/3

4. Run the engine at about 25% load for 8 minutes to allow the turbine to dry and then
increase the load slowly, while listening for noise indicating that rotating parts make
contact and checking for undue vibrations.

5. It is recommended to carry out the turbine cleaning every 250 hour’s operation, so that
heavy deposits, which will deteriorate a turbocharger performance, do not adhere to a
turbine.
 ME 4070C 3/3

Water supply pipe

Stop Valve
Pressure reducing valve
Three-way valve

Fig. 1 Cleaning installations

 ME 4015D 1/3

If dry cleaning is not sufficient to remove the hard, glazed residual layer, cleaning of the
turbine can be effected during operation by means of the water washing device.
The procedure of water washing is shown below.

1. Engine operation when cleaning

Reduce the engine output until the scavenging air pressure 0.03–0.06 MPa, and keep the
condition about 10 minutes to get steady gas temperature. After then, water injection
should be started.

The gas temperature before the turbine may rise up during cleaning, however, keep it
less than 430 °C.

The prescribed water injection pressure and the duration of water injection must be
observed without fail. Smaller volume of water can lead to an inadequate cleaning
effect. Larger volume of water result in impermissible thermal stresses and possible
turbine touching.

2. Cleaning procedure
1) Set the three-way valve under the gas outlet casing to “T/C CLEANING” position.
2) Set the three-way valve to “WASHING”.
3) Open the stop valve and adjust the water pressure quickly with the pressure
gauge on the pressure reducing valve . The water pressure is about 0.10 MPa.
For TPL85-B14/15/16 type, the water pressure is about 0.30–0.35 MPa.
4) Inject water for 5 minutes.
For TPL85-B14/15/16 type, inject water for 10 minutes.
5) Close the stop valve , and then set the tree-way valve to “SEAL AIR”
position.
6) After draining is stopped, set the three-way valve under the gas outlet casing to
“ENGINE RUNNING” position.
 ME 4015D 2/3

3. Cleaning water
Clean fresh water free from cleaning agents and solvents must be used.

4. While injecting water, the condition of draining water from the tree-way valve under the
gas outlet casing must be confirmed. Cleaning effect can be surmised from the colour
of the drain.

5. After the cleaning, operate the engine at the same output for 10 minutes to dry up, and
then raise the engine output gradually.

6. Cleaning should be done every 50 to 500 hours operation. This period may change
according to the dirt.

7. Cleaning must not be done at the arrival in port. Casings may not be dried up well and
corrosion may be occurred.

8. Cleaning should be started periodically after starting operation or overhaul, when

deposit is not so heavy. Cleaning at heavy deposits on the turbine may cause much
unbalance of the turbine.
 ME 4015D 3/3

A “0”
B “ ”
“WASHING”
C “ ”
“SEAL AIR”

1.
Water supply pipe
2.
Stop Valve
3.
Pressure reducing valve
4.
Three-way valve

Fig. 1 Cleaning installations

 ME 4266D 1/3

The air cooler must be kept sufficiently clean as the engine performance is influenced by
scavenging air condition.
The air coolers are cleaned by showering a chemical fluid through the spray pipe arrangement
fitted to the air chamber above the cooler element (showering system) at the engine standstill
condition.
Cleaning of air cooler must be carried out by showering system at every ship’s stay in port,
because cleaning effect of air cooler will be expected by early maintenance.
However, as for the cleaning maintenance guidance, cleaning of air cooler should be carried
out in case that the pressure difference of scavenging air at the air cooler inlet/outlet increases
up to 50% of the shop test result.
 ME 4266D 2/3

Cleaning procedure of showering system:

1. Cleaning of air cooler must be carried out at the engine standstill condition.

2. The cleaning fluid is prepared in the tank.

As for the type of the cleaning fluid, follow the recommendation of cleaning fluid
suppler.

For example: (NEOS-one-1 : Fresh water) = (1 : 2) or (1 : 1)

Temperature of cleaning fluid is about 50–60°C.

a) Fig. 1 (The engine equipped with scavenging air drain water high level alarm.)

1) Open the valves and , then close valves , and all the other valves.
Start the cleaning pump to circulate the cleaning fluid, which is sprayed from pipe
arrangement on the top of air cooler to the air cooer element.
2) When the cleaning is finished, stop the cleaning pump and close the valve .
3) Open the valves and for flushing. After flushing with clean water, close
the valve .
4) Make sure that all flushing water flows out from air cooler to bilge, and close the
valves and .
5) Close the valve . The valves and are to be opened. (The valves and
are to be opened under engine running condition.)
6) Filter in tank is to be cleaned up.
 ME 4266D 3/3

WG
Cleaning fluid inlet

If two or more air

coolers are mounted,
one set (LS and AH)
is fitted at fore side only.
(orifice) DG
To bilge
tank
LS 8611 AH
DD
WF To clean drain
tank
(orifice)

To bilge and chemical cleaning tank

From F.W. hydrophore unit

To bilge tank

Heating coil
(if required)
To sludge pump
suction side
Air cooler chemical cleaning tank

Fig. 1 Air cooler cleaning line

     

    

    

   

    

     

  

    

   

 
 707-01

Chapter 707
Cylinder Condition

Contents Page

Cylinder Condition
1. General 707-03
2. Piston Ring Function 707-03
3. Scavenging Port Inspection 707-03
3.1 General 707-03
3.2 Procedure 707-04
3.3 Observations 707-06
3.4 Replacement of Piston Rings 707-11
4. Cylinder Overhaul 707-11
4.1 Intervals between Piston Overhaul 707-11
4.2 Removal of the Rings 707-12
4.3 Cleaning 707-12
4.4 Measurement of Ring Wear 707-12
4.5 Inspection of Cylinder Liner 707-13
4.6 Piston Skirt, Crown and Cooling Space 707-15
4.7 Piston Ring Grooves 707-15
4.8 Reconditioning the Running Surfaces of Liner and Skirt 707-16
4.9 Piston Ring Gap 707-16
4.10 Fitting of Piston Rings 707-16
4.11 Piston Ring Clearance 707-16
4.12 Cylinder Lubrication and Mounting of Piston 707-17
4.13 Running-in of Liners and Rings 707-17
5. Factors Influencing Cylinder Wear 707-17
5.1 General 707-17
5.2 Materials 707-17
5.3 Cylinder Oil 707-17
5.4 Corrosive Wear 707-18
5.5 Abrasive Wear 707-19
5.6 Adhesive Wear 707-22
 707-02

Contents Page

Cylinder Lubrication
1. Lubricators 707-23
2. Cylinder Oil Film 707-23
3. Choice of Cylinder Oils 707-24
4. Cylinder Oil Feed Rate (dosage) 707-26
4.1 General (Alpha ACC) 707-26
4.2 Basic Feed Rate (ACC Feed Rate) 707-27
4.3 Calculating the Feed Rate at Specified MCR 707-27
4.4 Recalculating of the Feed Rate at Part Load 707-28
4.5 Setting and Guidance Schedule of
Cylinder Oil Feed Rate Adjustment 707-28
4.6 Special Conditions 707-30

Inspection of Exhaust Valve Spindle

1. Introduction 707-31
2. Checking Intervals 707-31
3. Inspecting the Contact Condition of the Seat 707-31
4. Inspecting the Seat for Exhaust Gas Leakage 707-33
5. Cleaning and Evaluation 707-34
6. Inspecting the Valve Stem 707-36
7. Grinding the Spindle Seat 707-37
8. Exhaust Valve Condition Report 707-39

Plates
Inspection through Scavenge Ports, Record 70702
Inspection through Scavenge Ports, Symbols 70703
Factors influencing Cylinder Wear 70706
Sulphur Content and Basic Feed Rate 70710A
Setting of Cylinder Oil Feed Rate 70710B
Guidance Schedule of Basic Feed Rate 70710C
Cylinder Condition Report 70711
Calculating of Condensate Amount 70712A–B
Breaking-in Load 70714
Cylinder Liner Condition 70716A–B
 707-03

Cylinder Condition

1. General

To obtain and maintain a good cylinder condition involves the control of many
factors.
Since most of these factors can change during the service period - and can
be influenced by service parameters within the control of the engine room
staff - it is of great importance that running conditions and changes are
followed as closely as possible.

By means of continual monitoring, it is normally possible to discover ab-

normalities quickly and thereby, take countermeasures at an early stage.
In particular, it is advisable to regularly check the cylinder condition by means
of inspection through the scavenge ports - especially concentrating on the
piston ring condition.

2. Piston Ring Function

The function of the piston ring is to give a gas-tight sealing of the clearance
between the piston and cylinder liner.
This seal is brought about by the gas pressure above and behind the piston
ring, which forces it downwards, against the bottom of the ring groove, and
outwards against the cylinder wall.
In order to ensure optimum sealing, it is therefore important that the piston
rings, the grooves, and the cylinder walls, are of proper shape, and that the
rings can move freely in the grooves (since the piston will also make small
horizontal movements during the stroke).

The lubrication of the piston rings influences the sealing as well as the wear
and deposits.

Experience has shown that unsatisfactory piston ring function is one of the
main factors contributing to poor cylinder condition.
For this reason, regular scavenge port observations should be carried out as
a means of judging the piston ring condition.

3. Scavenging Port Inspection

3.1 General

Regarding intervals between scavenge port inspection, see the instruction

book “MAINTENANCE”, Chapter 900, “Checking and Maintenance Program”.

The scavenge port inspection provides useful information about the condition
of cylinders, pistons, piston skirts, piston rods and piston rings.
The inspection consists of visually examining the piston, piston skirts, piston
rods, piston rings and the lower part of the cylinder liner directly through the
scavenge air ports, and measurements of the ring clearance, the CL grooves
and, if possible, the thickness of piston ring coating.
 707-04

To reduce the risk of scavenging box fire, remove any oil sludge and carbon
deposits in the scavenge air box and receiver in connection with the
inspection.

With the relevant pumps running an evaluation can be made of the fuel oil
injection valve sealing tightness, piston tightness for lub oil and the cylinder
cover’s sealing tightness for cooling water.

The port inspection should be carried out at the first stop after a long voyage,
e.g. by anchoring if possible, to obtain the most reliable result with regard to
the effectiveness and sufficiency of the cylinder lubrication and the
combustion cycle (complete or incomplete).

A misleading result may be obtained if the port inspection is carried out after
arrival at harbour, since manoeuvring to the quay and low-load running, e.g.
river or canal passage, requires increased cylinder oil dosage, i.e. the
cylinders are excessively lubricated.
Further, during low load, the combustion cycle might not be as effective and
complete as expected, due to the actual fuel oil qualities and service
(running) condition of the fuel oil injection equipment.
Therefore, this information should be taken into consideration, when
evaluating the cylinder condition.

3.2 Procedure

For the inspection procedure, see the instruction book “MAINTENANCE”,

Procedure 902-1.1.

1) Scavenge port inspections are best carried out by two persons.

The more experienced person inspects the surfaces and states the
observations to an assistant, who records them and later enters them in
engine builder standard forms (Plate 70702).

2) Keep the cooling water, fuel oil and cooling oil circulating, so that possible
leakages can be detected.

3) Block the starting air supply to the main starting valve.

Open the indicator valves.
Engage the turning gear.

4) Remove the inspection covers on the manoeuvre side of the cylinder frame,
and clean the openings.
Open the access cover(s) to the scavenge air receiver and then enter the
scavenge air receiver.

WARNING

Do not enter the scavenge air receiver before it has been thoroughly
ventilated.
 707-05

WARNING

The access cover to the scavenge air receiver must be locked and secured
in open position during inspection to prevent it from closing by accident.

WARNING

Take care when moving around in the receiver and bring proper lighting.
Pockets for thermometers are placed in head level.
Wear head protector (helmet etc.).

WARNING

Remember to take breaks to replenish fluid lost from sweating, especially

in hot climates. Bring in bottles with drinking water for consumption in the
scavenge air receiver.

WARNING

When turning is carried out, prepare to be able to stop it in any case.

Always bring the turning gear switch into the scavenge air receiver during
inspection.

5) Begin the inspection on the cylinder with the piston nearest BDC.

– Inspect the piston, piston skirts, piston rod, piston rings, and cylinder wall.
Wipe the running surfaces clean with a rag to ensure correct assessment
of the piston ring condition.

WARNING

Before wiping the running surfaces, turning should be stopped.

– Use a powerful lamp to obtain a true impression of the details.

Bring in a small camera to make documentation of the condition of the
scavenge port inspection etc.
Instead of flash use the lamp as the light source.

– Regarding description of the conditions, see Item 3.3.

– Record the results on Plate 70702 and use the symbol shown on Plate
70703 to ensure easy interpretation of the observations.

– Keep the records to form a “log book” of the cylinder condition.

– Measure the total clearance between the piston rings and the ring
grooves.
Measure the CL-groove depths.
Measure the thickness of the ring coating, if possible.
 707-06

6) Continue the inspection on the next cylinder with its piston nearest BDC, and
so on.
Note down the order of inspection for use at later inspection.

7) Check the non-return valves (flap valves/butterfly valves) in the auxiliary

blower system for easy movement and possible damage.
Inspect the condition of the water mist catcher, if possible.

8) Remove any oil sludge and carbon deposits in the scavenge air boxes and
receiver.
If fuel oil or excessive system oil is found, the fuel oil injection valve or pulled
piston should be pressure tested.
Record the observations on Plate 70702.

3.3 Observations

3.3.1 Scavenge Receiver Condition

Check and note the condition of the scavenge receiver.

No Sludge
Note that water from defect water mist
catcher could cause a very clean
scavenge air receiver.

Sludge “S”
Normal picture.
Indicates good cylinder condition.

Much Sludge “MS”

Remove any oil sludge and carbon
deposits in scavenge receiver.
 707-07

3.3.2 Leakage

Check the piston crown top for any leakages (remember to keep cooling
water, fuel oil and lubricating oil circulating during the inspection).

Leaking Oil “LO”

If oil is found on the piston, determine if
it is fuel oil or lube oil.
Fuel oil will be black and sticky,
indicating a fuel oil injection valve is
leaking.
Lube oil will be brown and non-sticky,
indicating it could be from an exhaust
valve.
Leaking Water “LW”
Water on a piston indicates a cooling
system leak.
If water is found, it is important to
determine what the cause is.
Use either a mirror or photo, to
establish if the leak is from the cylinder
cover, exhaust valve or a cracked liner.

3.3.3 Piston Rings: In good condition

When good and steady service

conditions have been achieved, the
running surfaces of the piston rings and
cylinder liner will be worn bright (this
also applying to the ring undersides and
the “floor” of the ring grooves, which,
however, cannot be seen until a piston
is pulled).
In addition, the rings will move freely in
the grooves and also be well oiled,
intact, and not unduly worn.
The ring edges will be sharp when the
original roundings have been worn
away, but should be without burrs.
 707-08

3.3.4 Piston Rings: Micro-seizure

Local & All over Micro-Seizures Temporarily increase the cylinder oil dosage; if
seizures are observed.

If micro-seizures as observed on the piston rings

are not properly attended, by reducing the
maximum combustion pressure and engine load on
the respective unit, and by increasing the
lubrication feed rate (see “Cylinder Lubrication”,
Item 4.6), scuffing of the cylinder liner can occur,
causing momentarily high wear of all combustion
Local Micro-Seizures “MZ” chamber parts.

If, over a period of time, the oil film is partially

Still Active Micro-Seizures “MAZ” interrupted or disappearing, so that dry areas are
formed on the cylinder wall, these areas and the
piston ring surfaces will, by frictional interaction,
become finely scuffed and hardened, i.e. the good
“mirror surface” will have deteriorated.

In case of extreme micro-seizures (for scuffing see

Item 5.6.1), sharp burrs may form on the edges of
the piston rings.

A seized surface, which has characteristic

vertically-striped appearance, will be relatively hard,
and may cause excessive cylinder wear.
Due to this hardness, the damaged areas will only
Old Micro-Seizures “OZ”
slowly disappear (run-in again) if and when the oil
film is restored.
Active & Inactive Micro-Seizures
As long as the seizure is allowed to continue, the
local wear will tend to be excessive.
Seizure may initially be limited to part of the ring
circumference, but, since the rings are free to “turn”
in their grooves, it may eventually spread over the
entire running face of the ring.
The fact that the rings move in their grooves will
also tend to transmit the local seizure all the way
around the liner surface.

If extreme seizures (for scuffing see Item 5.6.1)

have been observed, it is recommended that the
cylinder oil feed rate is temporarily increased (see
“Cylinder Lubrication”, Item 4.6).

If load reduction of more than one unit is required, it

is recommended to contact the engine builder for
advice.
 707-09

3.3.5 Piston Rings: Scratched

Scratching is caused by hard abrasive particles originating from the ring itself,
or more likely, from the fuel oil or air intake.
With regards to liner and ring wear, the actual scratching is not necessarily a
serious problem, but the particles can have serious consequences elsewhere
(see Item 5.5).

3.3.6 Piston Rings: Sticking

If, due to thick and hard deposits of carbon, the piston rings cannot move
freely in their grooves, dark areas will often appear on the upper part of the
cylinder wall (this may not be visible at port inspection).
This indicates a lack of sealing, i.e. combustion gas blow-by between piston
rings and cylinder liner.

The blow-by will provoke oil film breakdown, which in turn will increase
cylinder liner wear.
Sticking piston rings will often lead to broken piston rings.

The free movement of the rings in the

grooves is essential and can be
checked either by pressing them with a
wooden stick (through the scavenge
ports) or by turning the engine
alternately clockwise and counter-
clockwise to check the free vertical
movement.

3.3.7 Piston Rings: Breakage/Collapse

Broken piston rings manifest themselves during the scavenge port inspection
by their:
• Lack of elastic tension when the rings are pressed into the groove with a
stick.
• Blackish appearance
• Fractured rings
• Missing rings or missing ring parts

Piston ring breakage is caused by a phenomenon known as “collapse”.

However, breakage may also occur due to continual striking against wear
ridges on the cylinder liner TDC area, or other irregularities on the cylinder
wall.

Collapse occurs if the gas pressure behind the ring is built up too slowly and,
thereby, exerts an inadequate outward pressure.
In such a case, the combustion gas can penetrate between the liner and ring,
and violently force the ring inwards in the groove.
This type of sudden “shock” loading will eventually lead to fracture -
especially if the ring ends “slam” against each other.
 707-10

The mentioned slow pressure build-up behind the rings can be due to:
• Carbon deposits in the ring groove
• Too small vertical ring clearance
• Partial sticking
• Poor sealing between the ring and the groove floor
• “Clover-leafing” (see below)

Cross section view looking down at a clover leafed cylinder liner Clover Leaf Wear “CL”
“Clover-leafing” is a term used to
describe longitudinal corrosive liner
wear at several separate points around
the liner circumference - i.e. in some
cases the liner bore may assume a
“clover-leaf” shape.

3.3.8 Piston Rings: Blow-by

Leakage of combustion gas past the piston rings (blow-by) is a consequence

of sticking, collapse or breakage of rings.
At the later stages, when complete blow-by occurs, it is usually due to
sticking rings or ring breakage caused by collapse.

Blow-by is indicated by black, dry areas on the rings and also by larger black
dry zones on the upper part of the liner wall.
This can only be seen when overhauling the piston or when exchanging the
exhaust valve.

See also Chapter 704 “Running with Cylinders or Turbochargers out of

Operation”, Item 2, Case A) and Chapter 706 “Evaluation of Records”, Item
2.2.

3.3.9 Deposits on Pistons

Usually, some deposits from the cylinder oil will have accumulated on the
side of the piston crown (top land).
Carbon deposits on the ring lands (the area on the pistons between the
piston rings) indicate lack of gas sealing at the respective rings, see Plate
70703.
The PC (Piston Cleaning) ring (if installed) between the cylinder cover and
liner normally removes superfluous and harmful deposits on the pistons.

If the deposits are abnormally thick, their surfaces may be smooth and shiny
from rubbing against the cylinder wall.
Such contact may locally wipe away or absorb the cylinder oil film, resulting in
bore polish, micro-seizure and increased wear of liner and rings.
 707-11

In some instances, mechanical clover-leafing can occur, i.e. vertical grooves

of slightly higher wear in between the lubricating points.

Such conditions may also be the result of a combustion condition which

overheats the cylinder oil film.
This could be due to faulty or defective fuel oil injection valves or insufficient
turbocharger efficiency.

3.3.10 Lubricating Condition

Note if the “oil film” on the cylinder wall and piston rings appears to be
adequate, see Item 3.1.
Black or brownish coloured areas may sometimes be seen on the liner
surface.
This indicates corrosive wear, usually from sulphuric acid (see Item 5.4), and
should not be confused with grey-black areas, which indicates blow-by.

These deposits are often only of cosmetic nature and will not lead to wear
issues.
The phenomenon is often connected to humidity in the scavenge air and may
disappear when the vessel enters cold and less humid areas.

See Item 5.4 and the “Cylinder Lubrication” section.

3.4 Replacement of Piston Rings

It is recommended to replace the complete set of piston rings at each piston

overhaul to ensure that the rings always work under the optimum service
conditions, thereby giving the best ring performance.
Stretching the rings leads to stresses and care must be taken not to open the
rings more than necessary when installing them on the piston.
See Item 4.2 and the instruction book “MAINTENANCE”, Procedure 902-1.

4. Cylinder Overhaul

To ensure correct recording of all relevant information, it is recommended that

Plate 70711, “Cylinder Condition Report” is used.

4.1 Intervals between Piston Overhaul

Regarding guiding, average intervals, see the instruction book

“MAINTENANCE”, Chapter 900, “Checking and Maintenance Program”.

However, it is recommended to decide the interval between piston overhaul

based on the condition of the units observed at scavenge port inspections.
Also base the actual intervals between piston overhauls on the previous wear
measurements and observations from scavenge port inspections.
Often the guiding intervals between piston overhauls can be prolonged
considerably without any harm to the cylinder condition, provided frequent
scavenge port inspections are carried out.
 707-12

4.2 Removal of the Rings

Regarding procedures for the dismantling and mounting of pistons, see the
instruction book “MAINTENANCE”, Procedure 902-1.

Remove the PC (Piston Cleaning) ring (if installed) between the cylinder
cover and linter.
Before removing PC ring, make a scratch mark in liner and PC ring to allow
fitting of the PC ring in the same position as it is worn together with the liner.

Carefully remove any carbon deposits and wear ridges from the upper part of
the cylinder liner, before lifting the piston.

Regarding the procedure for checking and exchanging the PC ring, see the
instruction book “MAINTENANCE”, Procedure 903-1.1.

Only use the standard tool (ring

expander) supplied by engine builder
for fitting and removal of piston rings.
Only expand the rings sufficiently to fit
over the piston.

This ring expander prevents local

overstressing of the ring material, which
in turn would often result in permanent
deformation causing blow-by and
broken rings.
Straps to expand the ring gap, or tools
working on the same principle, should
never be used.

4.3 Cleaning

Clean the piston rings.

Clean all ring grooves carefully.
If carbon deposits remain, they may prevent the ring from forming a perfect
seal against the floor of the groove.

Remove deposits on the piston crown and ring lands.

Remove any remaining coke deposits from the upper section of the liner.
Remove any coke in the scavenge air ports.

4.4 Measurement of Ring Wear (Plate 70711)

See the instruction book “MAINTENANCE”, Procedure 902-1.1.

 707-13

4.5 Inspection of Cylinder Liner (Plate 70711)

See the instruction book “MAINTENANCE”, Procedure 903-1.1.

4.5.1 Cylinder Wear Measurements

Before measuring the cylinder wear with cylinder gauge:

– Ensure that the tool and cylinder liner temperatures values are close.
– Record the tool and cylinder liner temperatures on Plate 70711 to enable
correction.
– If possible take a “zero” measurement.

Measure the wear with the cylinder

gauge at the vertical (measuring)
positions marked on the measuring rod.
Measure in both the transverse and
longitudinal directions.
This measuring rod ensures that the
wear is always measured at the same
positions.
Record the measurements on Plate
70711.

4.5.2 Correction of wear measurements

Correct the actual wear measurements by multiplying with the following

factors, if the temperature of the cylinder liner is higher than the temperature
of the tool.
This enables a comparison to be made with earlier wear measurements.

t °C Factor
10 0.99988
20 0.99976
30 0.99964
40 0.99952
50 0.99940

However, a zero measurement can be made in the top of the cylinder liner,
above ring No.1 (TDC), where there is no wear.
This wear can then be calculated.

Example: (cyl. bore 90 cm engine)

Measured value : 901.3 mm

t measured : 30 °C
Corrected value : 901.3 × 0.99964 = 900.98 mm
i.e. a reduction of : 901.3 900.98 = 0.32 mm
 707-14

4.5.3 Maximum Wear

The maximum allowable wear of cylinder liners is in the interval of 0.4% to

0.8% of the nominal diameter, depending on the actual cylinder and piston
ring performance.
When the interval between necessary piston overhauls becomes too short,
for instance due to ovality of the liner, it is time to renew the liner and the PC
ring.

4.5.4 Checking Liner Surface

Inspect the liner wall for scratches, micro-seizure, wear ridges, corrosive
wear, and surface structure if possible.

If corrosive wear is suspected, or if a ring is found broken, take extra wear

measurements around the circumference at the upper part of the liner:
– Press a new piston ring into the cylinder.
– Use a feeler gauge to check for local clearances between the ring and
liner.
This can reveal any “uneven” corrosive wear.
See Item 3.3.7, 3.7.10 and 5.4.

If the liner is not ovally worn and the highest wear does not exceed 0.3% of
the liner diameter, it is possible to increase the expected service life of the
liner by re-establishing the wave cut shape on the running surface by
machining either in situ or at one of the engine builder service centres.
However, wave-cut machining (by grinding) does not compensate for liner
ovality.
To compensate for liner ovality, causing premature ring breakage, liner
honing is recommended.

Black shiny areas are often found

on the liner surface just above the
scavenge air ports.
These areas of black deposits,
called lacquer formations, are
harmless and are formed by a
combination of water in the
scavenge air and cylinder oil.
The layer can be rather difficult to
remove and can be left as it is.
 707-15

4.6 Piston Skirts, Crown and Cooling Space

Clean and check the piston skirt for

seizures and burrs.
In case of seizures, grind over the
surface to remove a possible
hardened layer.
If the piston skirt is worn out, it
must be replaced.

Check the shape of piston crown by means of the template.

Measure any burnings.
If the burning/corrosion condition of the piston crown exceeds the maximum
permissible, send the piston crown for reconditioning.
Regarding the maximum permissible burning, see the instruction book
“MAINTENANCE”, Procedure 902-1.1.

Inspect the crown for cracks by dye check or similar.

Pressure-test the piston assembly to check for possible oil leakages, see the
instruction book “MAINTENANCE”, Procedure 902-1.3.

If the piston is taken apart, for instance due to oil leakage, check the condition
of the joints between the crown, the piston rod, and the skirt.
Inspect the cooling space and clean off any carbon/coke deposits.

Replace the O-rings.

Check that the surfaces of the O-ring grooves are smooth.
This is to prevent twisting and breakage of the O-rings.

Pressure-test the piston after assembling.

Polish the O-ring grooves with abrasive paper if leakages are found and new
O-rings must be installed.

The measurements of the burning of the piston crowns must not take place
with the piston and cylinder cover in situ by placing the template on the crown
via the scavenge ports.
The cylinder cover must be dismantled or the piston pulled.

4.7 Piston Ring Grooves (Plate 70711)

Check the piston ring grooves as described in the instruction book

“MAINTENANCE”, Procedure 902-1.1.
If the ring groove wear exceeds the values stated in the instruction book
“MAINTENANCE”, Data 102-1, send the piston crown ashore for
reconditioning (new chrome-plating).
If the ring groove wear is exceeding the limits the ring grooves may need
re-welding and machining before re-chroming.
 707-16

4.7.1 Chrome Plating Macro Cracks

The hard chrome plating of the ring grooves is defined to be micro cracked.
This ensures that the strong tensile residual stresses in the plated chrome
layer are partly released.

During operation (thermal influence), the chrome plating in the piston ring
grooves may crack into a macro pattern.
This is normal and acceptable and not expected to cause further
deterioration.
More macro cracks may develop during operation, though cases of macro
cracks, developing piston crown base material fatigue has not been
experienced by us.

4.8 Reconditioning the Running Surfaces of Liner and Skirt

If there are micro-seized areas on the liner or skirt:

– Scratch-over manually with coarse carborundum stone (grindstone),
moving the grindstone crosswise at an angle of 20 to 30 degrees to
horizontal direction.
This is done to break up the hard surface glaze.
– Leave the “scratching marks” as rough as possible.
It is not necessary to completely remove all signs of “vertical stripes”
(micro-seizure).

If horizontal wear ridges are found in the cylinder liner, by the top ring TDC
position, it is recommended to create a circumferential groove by milling or
grinding.
The groove serves to prevent the build-up of a new wear ridge and protect
the new top ring from breakage.

With regard to removing wear ridges, see the instruction book

“MAINTENANCE”, Procedure 903-1.3

4.9 Piston Ring Gap (New Rings)

Check the gap described in the instruction book “MAINTENANCE”,

Procedure 902-1.

4.10 Fitting of Piston Rings

Fit the piston rings. See also Item 3.4.

Push the ring back and forth in the groove to make sure that it moves freely.

Only use the standard tool (ring expander) and do not open the gap
excessively, see also Item 4.2.

4.11 Piston Ring Clearance

When the rings are in place, check and record the vertical clearance between
ring and ring groove.
 707-17

Furthermore, insert a feeler gauge of the thickness specified in the instruction

book “MAINTENANCE”, Procedure 902-1, and move it all the way round the
groove both above and below each piston ring.
Its free movement will confirm the proper clearances as well as cleanliness.

4.12 Cylinder Lubrication and Mounting of Piston

Check the cylinder lubrication during piston overhaul:

With the piston dismantled, pre-lubricate the lubricators and check that the
pipes and joints are leak-proof, and that oil sprays out from each lubricating
bores on the liner.

If any of the above-mentioned inspection points have indicated that the

cylinder oil amount should be increased or decreased refer followings:
• For adjusting the cylinder lubricators; the instruction book “COMPONENT
DESCRIPITION (ACCESSORIES)”
• For adjusting the cylinder oil dosage; the “INSTRUCTION MANUAL FOR
ADJUSTMENT & MEASUREMENT” of this instruction book and “Cylinder
Lubrication”, Item 4.

Before mounting the overhauled piston, remove any remaining deposits from
the upper part of the liner.
Coat the piston and liner with clean cylinder oil.
Mount the piston, see the instruction book “MAINTENANCE”, Procedure
902-1.

4.13 Running-in of Liners and Rings

If new or reconditioned cylinder liners and/or piston rings are installed,

allowance must be made for a breaking-in period, see “Cylinder Lubrication”,
Item 4.

5. Factors Influencing Cylinder Wear

5.1 General

Plate 70706 gives a summary of the most common causes of cylinder wear.
The following gives a brief explanation of the most important aspects, and of
the precautions to be taken to counteract them.

5.2 Materials

Check that the combination of piston ring type and cylinder liner materials
complies with the engine builder’s recommendations.

5.3 Cylinder Oil

Check that the quality and feed rate of cylinder oil are in accordance with the
recommendations, see “Cylinder Lubrication”.
 707-18

5.4 Corrosive Wear

5.4.1 The Influence of Sulphur in the Fuel Oil

Corrosive wear is caused by formation and condensation of water and

sulphuric acid on the cylinder wall.
In order to minimise condensation, the engines design incorporates
optimised temperature level of the liner wall, based on actual engine layout.

To reduce the risk of corrosion attack:

– Keep the cooling water outlet temperatures within the specified interval,
see Chapter 703, Appendix.
– Use recommended alkaline cylinder oils, see Item 5.3.
– Preheat the engine before starting, as described in Chapter 703.
– Check that the drain from the water mist catcher(s) functions properly, and
water droplets are prevented from entering the cylinders, see also Item
5.4.4.

It is important that any corrosion tendency is ascertained as soon as possible.

If corrosion is prevailing:
– Check the cylinder feed rate, see Item 5.3.
– Increase feed rate, see “Cylinder Lubrication”, Item 4.6.
– Check the alkalinity, see Item 5.3.
– Check the cooling water temperatures and the drain from the water mist
catcher.
The amount of condensate can be read from Plate 70712A–B, see also
Item 5.4.4.
– Check the condition (e.g. cracks, correct mounting and etc.) of the water
mist catcher(s) through inspection covers.

In case of too small cylinder oil feed rate or too low alkalinity, the alkaline
additives may be neutralised too quickly or unevenly, during the
circumferential distribution of the oil across the liner wall.
This systematic variation in alkalinity may produce “uneven” corrosive wear
on the liner wall, see points 3.3.7 and 5.4.4, regarding “clover-leafing”.

5.4.2 Sodium Chloride

Seawater (or salt) in the intake air, in the fuel oil, or in the cylinder oils, will
involve the risk of corrosive cylinder wear.
The corrosion is caused by sodium chloride (salt), which forms hydrochloric
acid.

To prevent salt water from entering the cylinder, via the fuel and cylinder oil:
– Centrifuge the fuel oil carefully (run two centrifuges in parallel with
reduced flow).
– Do not use the bunker tanks for ballast water.
 707-19

5.4.3 Cleaning Agents (Air Cooler)

The air side of the scavenge air cooler(s) can be cleaned by means of
cleaning agents dissolved in freshwater (if the necessary equipment is
installed).

Follow the supplier’s instruction strictly for:

– The dosage of the agent
– The use of the cleaning system

After using chemical agents, flush with clean freshwater to remove the agent
from the cooler and air ducts.

Cleaning of the air side of the air cooler must only be carried out during
engine standstill.
The use of chemical cleaning agents during running involves, in spite of the
water separator, the risk of partial removal of the oil from the cylinder liner
wall.

See also Chapter 706, “Cleaning of Turbochargers and Air Coolers”, Item 2,
and the instruction book “MAINTENANCE”, Procedure 910-1.

5.4.4 Water Condensation on Air Cooler Tubes

Depending on the temperature and humidity of the ambient air and the
temperature of the seawater, water may condense on the coldest air cooler
tubes.
Water mist catchers are installed directly after the air coolers on all
MITSUI-MAN B&W engines to prevent water droplets from being carried into
the cylinders.

If water enters the cylinders, the oil film may be ruptured and cause scuffing
and wear (clover-leafing) on the liner surfaces between the cylinder oil inlets.
It is very important that the water catcher drains function properly.

See Chapter 706, “Cleaning of Turbochargers and Air Coolers”, Item 3.

See also Plate 70712A–B for amount of condensate.

5.5 Abrasive Wear

5.5.1 Particle

Abrasive cylinder wear can be caused by hard particles entering the cylinder
via:
• The fuel oil, e.g. catalytic fines. See also Item 5.5.2.
• The air, e.g. dust/sand
• The cylinder oil due to insufficient cleaning of the storage tank

Catalytic fines (CAT FINES) originating from the refinery process are in fact
one of the most common reasons for abrasive liner wear as well as piston
crown ring groove wear.
 707-20

These particles consist of aluminium oxide and silicon oxide, which are both
heavily abrasive.
The catalytic fines are in fact reused as much as possible at the refineries,
but it may happen that a batch disappears at the final link in the refinery
process, i.e. into the residual heavy fuel oil.

The sizes of the particles vary from submicron up to 30 µm, and the shape is
often close to being circular.

According to the ISO 8217:2010 (specification of marines fuel oils), the limit
for catalytic fines in fuel oils (aluminium + silicon) delivered onboard is 60
mg/kg (in case of RMG or RMK), see Plate 70501.
By using the fuel oil cleaning systems onboard (centrifuges), the amount of
catalytic fines should be reduced as much as possible - preferably to 5–10
mg/kg at the engine inlet.

A suspicion that catalytic fines are the reason for a sudden liner and ring wear
can be confirmed (or be denied) by taking replicas of worn liner and/or piston
ring surfaces.
The engine builder can assist with expertise in such matters.
The investigations also include judgement of the liner surface structure (open
graphite, closed graphite).

The occurrence of the particles is

unpredictable.
Therefore, always clean the fuel oil as
thoroughly as possible by centrifuging
with a slow flow rate, to remove the
abrasive particles, i.e. if two centrifuges
are running they should run in parallel.

Abrasive wear can occur on:

• The running surfaces of the liner and piston rings

Scratching on the piston ring running surface is one of the first signs of
abrasive particles and can be observed during scavenge port inspections
or piston overhauls.
Scratching is often seen as a large number of rather deep “trumpet
shaped” grooves.

Usually, micro-seizures do not occur, i.e. the ring surface remains soft.
However, if excessive micro-seizures (scuffing) do occur, the ring surface
becomes hard.
This can be checked with a file (a file test can only take place when the
piston is pulled, and rings have been dismantled).
 707-21

• The upper and lower sides of the piston rings

Particles caught between the upper horizontal ring/groove surfaces will

cause pitting - “pock-marks” - on the upper ring surface.
“Pock-marks” may also arise during a prolonged period of ring collapse.

Even if the running surface of the top ring has a satisfactory appearance,
the condition of the ring’s upper surface will reveal the presence of
abrasive particles coming with the fuel oil.

• The upper edge of the piston ring

When particles pass down the ring land via the ring joint gaps, they will
cause a “sand blasting” effect on the upper edge of the ring below, that
protrudes from the piston ring groove, i.e. this is only seen on ring Nos. 2,
3, and 4.

5.5.2 Fuel oil treatment

Correct fuel oil treatment and proper maintenance of the centrifuges are of
the utmost importance for cylinder condition, exhaust valves and fuel oil
injection equipment.

Water and abrasive particles are removed by means of the centrifuges (for
more information on fuel oil, see Chapter 705):

– The ability to separate water depends largely on the specific gravity of the
fuel oil relative to the water at the separation temperature.
Other influencing factors are the fuel oil kinematic viscosity (at separation
temperature) and the flow rate.

Keep the separation temperature as high as possible, i.e. always above

98 °C

– The ability to separate abrasive particles depends on the size and density
of the smallest impurities that are to be removed and, in particular, on the
fuel oil kinematic viscosity (at separation temperature) and the flow rate
through the centrifuge.

– Keep the flow rate as low as possible. Run centrifuges in parallel.

– If in doubt about the efficiency of the centrifuges, it is recommended to

contact the centrifuge manufacture for advice.

– It should be noted that the kinematic viscosity of the fuel oil have a high
impact on the separation.
For example, if the fuel oil temperature is lowered by approximately 3 °C,
the efficiency of the cleaning drops to almost half.
 707-22

5.6 Adhesive Wear

5.6.1 Scuffing

Apart from the factors mentioned under Item 3.3 (blow-by, deposits, cylinder
oil deficiencies, etc.), scuffing can be due to:
• Unsatisfactory running-in conditions (especially if previous micro- seizures
have not been successfully counteracted during a cylinder overhaul)
As regards running-in, see “Cylinder Lubrication”, Item 4.5.
• Incorrect and too high lubrication feed rate (chemical bore polish)
• Too rapid changing of engine load
• Water intrusion
• Presence of vast amounts of particles, e.g. catalytic fines
• Excessive wear of CL grooves (CPR ring), beyond minimum depth
• PC ring malfunction, piston crown topland deposits interacting with
cylinder liner surface (mechanical bore polish)

5.6.2 Bore Polish

Bore polish as a result of over-lubrication and excessive neutralisation of the

sulphuric acid, or as a result of top land deposits, will result in a closed
graphite structure and reduce the ability of the running surface to maintain a
proper oil film.
A closed graphite structure will furthermore be less capable of reducing the
extension and spreading of seizures, compared to an open structure.

When there is controlled corrosive liner wear, e.g. 0.03–0.05 mm/1000 hours,
the graphite structure normally becomes open and, hereby, the risk of seizure
is drastically reduced.
Therefore, it is an advantage to have a certain amount of controlled corrosive
wear.

Cylinder liner surface

Closed graphite structure Open graphite structure

 707-23

Cylinder Lubrication

1. Lubricators

The cylinder lubricator system is the Alpha lubricator system and is integrated
with the ECS.

Each cylinder liner has a number of lubricating bores, through which oil is
introduced from the cylinder lubricators, as outlined in the instruction book
“COMPONENT DESCRIPITION (CODE BOOK)”.

The oil is injected into the cylinder via non-return valves when the piston rings
pass the lubricating bores, during the upward stroke.

For check of functioning, see Chapter 702, Check 4.5.

The lubricators are equipped with a sensor for non-flow.

2. Cylinder Oil Film

The purpose of cylinder lubrication is as follows:

• To create a hydrodynamic oil film separating the piston rings from the liner

The oil amount needed to create an oil film is more or less independent of
the fuel oil being used.
Measurements of the oil film have also revealed that when the feed rate
for optimum oil film is reached, no further increase of the oil film is
obtained from an increase of the feed rate.

• To clean the piston rings, ring lands and ring grooves

Cleaning of piston rings, ring lands and grooves is essential, and relies on
the detergency properties of the cylinder oil.

• To control of cylinder liner corrosion, i.e. control the neutralisation of

sulphuric acid

The combustion process creates highly corrosive sulphuric acids

depending on the sulphur content in the fuel oil.
It has therefore been of paramount importance to lubricate the cylinder oil
so as to create the optimum balance of corrosion.
 707-24

If a satisfactory cylinder condition is to be achieved, it is of vital importance

that the oil film is intact.
Therefore, the following conditions must be fulfilled:

• The cylinder oil type and BN (Base Number; alkalinity of cylinder oil) must
be selected in accordance with the fuel oil being burned.
See Item 3.

• New liners and piston rings must be carefully run-in.

See Item 4.5.

• The cylinder oil feed rate under normal service must be in accordance
with the engine builder’s recommendations.
See Item 4.5.
Furthermore, the cylinder oil feed rate must be adjusted in accordance
with the service experience for the actual trade.

• The cylinder oil feed rate must be increased in the situations described in
Item 4.6.

3. Choice of Cylinder Oils

First of all, knowledge of the sulphur percentage of the fuel oil being burnt at
any time is a condition for Alpha ACC.
This means that the cylinder oil feed rate for the Alpha ACC should be
readjusted according to the sulphur percentage analysis results.
For adjusting the cylinder oil feed rate based on Alpha ACC, see Item 4.

Generally, cylinder oil with low-alkalinity is used for low-sulphur fuel oil, and
cylinder oil with high-alkalinity is used for high-sulphur fuel oil, see below
table as guidance.

Mark8 and newer Mark7 and previous

(incl. S60ME-C7) (excl. S60ME-C7)
Low-sulphur fuel oil
BN15–40
(S%: < 1.5 wt%)
High-sulphur fuel oil
BN100 BN70–100
(S%: 1.5–3.5 wt%)
Viscosity grade SAE 50
BN (Base Number): alkalinity of cylinder oil

Plate 70710A shows the relation between sulphur content and Basic Feed
Rate at specified MCR.

The table below indicates international brands of cylinder oils that have been
tested in service with acceptable results, and some of the oils have also given
long term satisfactory service in MITSUI-MAN B&W engines.
Further information can be obtained by contacting the engine builder or the oil
supplier.
 707-25

For Mark7 and previous engines (excl. S60ME-C7), it is recommended:

Alkalinity
Company Oil name
BN
Cyltech ACT 16
Cyltech 40SX 40
CASTROL Cyltech 70 70
Cyltech 80AW 80
Cyltech 100 100
Taro Special HT LF 25
Taro Special HT LS 40
CHEVRON
Taro Special HT70 70
Taro Special HT100 100
COSMO OIL Cosmo Marine 5070 70
LUBRICANTS Cosmo Marine 5100 100
Mobilgard 525 25
EXXON MOBIL Mobilgard 570 70
Mobilgard 5100 100
IDEMITSU KOSAN Daphne Seamaster A50N 70
Marine C255 25
JX NIPPON OIL & Marine C405 40
ENERGY Marine C705 70
Marine C1005 100
Navigo 40MCL 40
LUKOIL Navigo 70CL 70
Navigo 100MCL 100
Alexia S3 25
Alexia 50 70
SHELL
Alexia S5 80
Alexia S6 100
Talusia LS25 25
Talusia LS40 40
TOTAL
Talusia HR70 70
Talusia Universal 100 100
 707-26

For Mark8 and newer engines (incl. S60ME-C7), it is recommended:

Alkalinity
Company Oil name
BN
Cyltech ACT 16
CASTROL Cyltech 40SX 40
Cyltech 100 100
Taro Special HT LF 25
CHEVRON Taro Special HT LS 40
Taro Special HT100 100
COSMO OIL
Cosmo Marine 5100 100
LUBRICANTS
Mobilgard 525 25
EXXON MOBIL
Mobilgard 5100 100
Marine C255 25
JX NIPPON OIL &
Marine C405 40
ENERGY
Marine C1005 100
Navigo 40MCL 40
LUKOIL
Navigo 100MCL 100
Alexia S3 25
SHELL
Alexia S6 100
Talusia LS25 25
TOTAL Talusia LS40 40
Talusia Universal 100 100

4. Cylinder Oil Feed Rate (dosage)

Adjust the feed rate for specific engine in accordance with “INSTRUCTION
MANUAL FOR ADJUSTMENT & MEASUREMENT” of this instruction book.

The following guidelines are based on service experience, and take into
consideration the specific design criteria of the MITSUI-MAN B&W engines
(such as mean pressure, maximum pressure, and lubricated liner area) as
well as today’s fuel oil qualities and operating conditions.

These guidelines are guidance only and are not guaranteed.

The guidelines are valid for fixed pitch and controllable pitch propeller plants.

Regarding adjustment and operation of the lubricators, see the instruction

book “MAINTENANCE” and Chapter 703, “Auxiliaries”, Item 1.3.

4.1 General (Alpha ACC)

For the engine with electronically controlled Alpha lubricator, the cylinder oil
control principle called “Alpha Adaptive Cylinder oil Control (ACC)” can be
selected:
 707-27

The actual need for cylinder oil quantity varies with the operational conditions
such as load and fuel oil quality.
Consequently, in order to obtain the optimal lubrication, the cylinder oil
dosage should be adapted to such operational variations.
With the introduction of the electronically controlled lubricator system, such
adaptive lubrication has become feasible.

Intensive studies of the relation between wear and lube oil dosage have
revealed that the actual need for cylinder lubrication follows the amount of
fuel oil being burnt and the fuel oil quality.

The feed rate control should be adjusted in relation to the actual fuel oil
quality being burnt at a given time.
Of course, fuel oil quality is rather complex. However, licensor’s studies
have also shown that the sulphur percentage is a good indicator in relation to
wear, and an oil dosage proportional to the sulphur level will give the best
overall cylinder condition.
Furthermore, the lube oil dosage at part load should be adjusted
proportionally to engine load, as the engine load and fuel oil consumption are
practically proportional.

4.2 Basic Feed Rate (ACC Feed Rate)

The Basic Feed Rate at specified MCR can be calculated as follows:

Basic Feed Rate = Feed Rate Factor × S% [g/kWh]

With regard to choice of cylinder lubrication oil, see Item 3.

With regard to setting and guidance schedule of cylinder oil feed rate, see
Item 4.5.

4.3 Calculating the Feed Rate at Specified MCR

The specific cylinder oil consumption [liter/day/cyl.] at specified MCR can be

calculated as follows:

OUTPUT 24
MCR
Q = BS
MCR C 1000

where
QMCR : Specific cylinder oil consumption
at specified MCR [liter/day/cyl.]
BS : Basic Feed Rate, see Item 4.2. [g/kWh]
: specific density (guidance value; 0.92) [kg/liter]
C : number of engine cylinders
OUTPUTMCR : engine output at specified MCR [kW]
 707-28

4.4 Recalculating of the Feed Rate at Part Load

As the above mentioned specific cylinder oil consumption are based on

specified MCR, before evaluating part load lube oil consumption, the actual
dosage should be recalculated to what it would have been at specified MCR.

The cylinder oil consumption at part load will normally be decreased in

proportion to the ratio between engine output at part load and at specified
MCR (LOAD dependent regulation).

Note that at following condition (see also Chapter 703, “Auxiliaries”, Item
1.3.6) the LOAD dependent regulation mode is automatically taken over to
SPEED dependent regulation mode:
• LOAD% / SPEED % 40% (25% load of specified MCR on nominal
propeller curve)

LOAD dependent regulation

LOAD part
Q = Q = Q (LOAD% )
part MCR LOADMCR MCR

SPEED dependent regulation (after taken over from LOAD dependent

regulation)

2
SPEED part SPEED part
Q = Q = Q 0.25 3
part 25%MCR SPEED25%MCR MCR SPEEDMCR

where
Qpart : cylinder oil consumption at part load [liter/day/cyl.]
Q25%MCR : cylinder oil feed rate at 25% MCR [liter/day/cyl.]
LOADpart : engine output at part load [kW]
LOADMCR : engine output at specified MCR [kW]
LOAD% : LOAD ratio between part load and MCR
= (displayed value in the MOP) / 100
see Plate 70326A, “Estimated Engine Load” field.
SPEEDpart : engine speed at part load [min-1]
SPEEDMCR : engine speed at specified MCR [min-1]
SPEED25%MCR : engine speed at 25% MCR load [min-1]

4.5 Setting and Guidance Schedule of Cylinder Oil Feed Rate Adjustment

Set the values in Fields at MOP screen “Cylinder Lubrication”.

See Plate 70710B and Chapter 703, “Auxiliaries”, Item 1.3.

Plate 70710C shows the guidance schedule of the Basic Feed Rate at
specified MCR.
As these figures are guidance, the actual feed rate and its period should be
adjusted based on actual cylinder condition.
 707-29

Before/after adjusting the Basic Feed Rate, the cylinder condition should be
proved satisfactory.
After adjusting the Basic Feed Rate, the cylinder condition should be
inspected at the next engine standstill condition.

After changing the fuel oil, the cylinder oil feed rate should be adjusted.

Adjust the cylinder lubrication during the continued service, based on the
regular (see the instruction book “MAINTENANCE”, Chapter 900):
• scavenge port inspection
• piston/liner overhauls

After recondition or renewal of cylinder liners and/or piston rings, allowance

must be made for a breaking-in period.

The cylinder oil feed rate must be increased in the situations described in
Item 4.6.

The load on main engine during first 0–15 [hours] of breaking-in period
should be increased carefully as Plate 70714.

4.5.1 Running-in Rings after a Piston Overhaul

a) Running-in new piston rings in already run-in liners:

The breaking-in feed rate and its period onto the corresponding cylinder
should be followed the same pattern as when running-in new liners, however,
the duration of the reduction step can be shortened according to result of
scavenge ports inspection.

The load on main engine during first 0–15 [hours] of breaking-in period
should be increased carefully as Plate 70714.

Depending on the piston ring specification (e.g. “Alu-coat” piston ring), it is

possible to the running-in period.
It is recommended to contact the engine builder for advice

b) Continuous use of piston rings:

The below Field at MOP screen “Cylinder Lubrication” should be adjusted so
as to obtain approximately 125% of Basic Feed Rate onto the corresponding
cylinder.
Feed Rate Adjust Factor = 1.25

After approx. 15 hours running, the feed rate before piston overhaul can be
applied.

See the instruction book “MAINTENANCE”, Chapter 902.

 707-30

4.5.2 Running-in one or two cylinders

If only one or two cylinders have been renewed or have undergone

reconditioning, the Load Limit for the cylinders in question can be decreased
in proportion to the required load reduction, see Chapter 703, “Engine
Operation”, Item 1.5.5.
Increase the Load Limit stepwise in accordance with Plate 70714.

The pressure rise pcomp–pmax must not exceed the value measured on test
bed at the reduced mean effective pressure or Load Limit.

If the engine is fitted with the Turbo Compound System (TCS), the TCS must
be out of operation if running-in with reduced Load Limit is chosen in order to
safeguard the gear.

4.6 Special Conditions

The actual feed rate should be adjusted in the following cases:

a) During start, manoeuvring:

The cylinder oil feed rate is increased automatically up to 1.25 (having upper
limit of 1.7 g/kWh).

b) If abnormal cylinder conditions found, adjustment of feed rate should be

considered. It is recommended to contact the engine builder for advice:

– In case of scuffing or sticking piston rings, raise the feed rate and lower
the maximum combustion pressure and engine load.

The Running-In field at MOP screen “Cylinder Lubrication” should be set

so as to obtain 1.4 or 1.2 [g/kWh] of feed rate onto the corresponding
cylinder as follows:
• 1.40 [g/kWh] (for Mark8 and newer, incl. S60ME-C7)
• 1.20 [g/kWh] (for Mark7 and previous, excl. S60ME-C7)

Maintain this over-lubrication until the cause of the problem has been
eliminated, and scavenge port inspections proved that a safe condition
has been re-established.
As soon as the situation has been stabilised, set the feed rate back to
normal.

– In case of high corrosive wear, the Feed Rate Factor is to be increased to

highest value:
• 0.40 × 100/BN (for Mark8 and newer, incl. S60ME-C7)
• 0.34 × 70/BN (for Mark7 and previous, excl. S60ME-C7)

When the wear has been confirmed as normal, find the new adequate
feed rate by repeating the stepwise reduction. See Item 4.5.
Stepwise reduction of Feed Rate Factor is to be:
• 0.02 × 100/BN (for Mark8 and newer, incl. S60ME-C7)
• 0.02 × 70/BN (for Mark7 and previous, excl. S60ME-C7)
 707-31

Inspection of Exhaust Valve Spindle

1. Introduction

This instruction is a supplement to the instruction book “MAINTENANCE”,

Procedure 908-2, and should be used in combination with that procedure
during inspection and overhaul of exhaust valve spindle.

All general data, including specified wear limits for the spindle used on this
engine, are given in the instruction book “MAINTENANCE”, Data 108-2.

2. Checking Intervals

See the instruction book “MAINTENANCE”, Chapter 900, “Checking and

Maintenance Program”.

3. Inspecting the Contact Condition of the Seat

Do not clean the spindle disc before inspection.

What to do:

Visually check that there is inner contact.

Acceptance criteria:

There must be contact around the entire inner circumference of the seat.

Further action:

Fill of the inspection results in Item 8, “Exhaust Valve Condition Report”.

If the seat contact is incorrect, then grind the spindle seating, as described in
Item 7.
However, before grinding, proceed to Items 4, 5 and 6.

Remarks:

Fig. 1 shows inner contact between the seats of the spindle and bottom piece,
corresponding to slow/low-load/manoeuvring condition.

When the valve heats up in service, the angular difference between the
spindle and bottom piece seatings will decrease.
At steady, full load, the seatings will be parallel, as shown in Fig. 2.
Thus, inner contact must be maintained in order to be sure of parallel contact
during running.

If there is no inner contact, outer contact (Fig. 3) will occur during running,
and this will increase the risk of blow-by.
 707-32

 
    

    

Fig. 1: Inner contact, and zone designation of seating

 

Fig. 2: Contact condition during running

 

Fig. 3: Outer contact (increased risk of blow-by)

 707-33

4. Inspecting the Seat for Exhaust Gas Leakage

Do not clean the spindle disc before inspection.

What to do:

Visually check the inner part of the seating for blow-by (Fig. 4 and Photo 1).


 

Fig. 4: Blow-by

Photo 1: Blow-by

Acceptance criteria:

There must be no blow-by “tracks” across the inner part of the seat
(Figs. 1 + 4, and Photo 1).

Further action:

Fill of the inspection results in Item 8, “Exhaust Valve Condition Report”.

If blow-by has been found, then grind the spindle seating, as described in
Item 7.
However, before grinding, proceed to Items 5 and 6.
 707-34

Remarks:

• Blow-by indications
may be associated with large/deep dent marks, and will often form a
“gas-jet-fan” in the deposits on the seat (Photo 1).
The surface of a serious blow-by track/groove will usually show signs of
hot corrosion, i.e. it will have an “elephant skin” texture.
• Minor leakages
Small, faint, fan-shaped leakage indications on the seat, just inside the
seat area (Photo 2), are harmless.

Photo 2: Minor leakages and “gas-jet-fan” indications

5. Cleaning and Evaluation

Cleaning:

Clean the seat with coarse coated abrasive cloth.

Clean the contact faces on which the measuring template is to be applied.

What to do:

• Observe the size and number of dent marks.

• Check any possible crack indications by dye-check.
• Check the outer part of the seat for high temperature corrosion (Fig. 1 and
Photo 3).
• Measure followings with the measuring template:
(See the instruction book “MAINTENANCE”, Procedure 908-2.)
– the burn-off on the disc underside (combustion surface) (F-1)
– the total amount of the seat has been ground (gap G1)
 707-35

Photo 3: Example of high-temperature corrosion at outer part of the seat

after 33,000 hours

Acceptance criteria:

• Dent marks
of varying number and size (up to 8-10 mm), will be seen on the seating
after a few thousand service hours.
The first marks may appear as early as after testbed running.
In general, dent marks are acceptable and should not necessitate grinding
of the seat.
If, however, the marks have caused blow-by, then the seat must be
ground/reconditioned.
• Cracks
Any indications of cracks in the seat area should be checked carefully.
If cracking is confirmed, please contact us.
• High-temperature corrosion
on the outer part of the seat may result in a measurable difference in level
between the inner and outer seat zones.
In that case the spindle must be ground.
However, this will not normally happen before 20,000–30,000 hours after
the previous grinding.
• Burn-off on disc underside
The burn-off (F-1) must not exceed the limit stated in the instruction book.
For the maximum permissible burn-off, see the instruction book
“MAINTENANCE”, Data 108-2, Ref. D08-13.
• Total grinding of seat
The grinding depth (gap G1) must not exceed the limit stated in the
instruction book.
For the maximum grinding depth, see the instruction book “MAINTE-
NANCE”, Data 108-2, Ref. D08-14.
 707-36

Further action:

Fill of the inspection results in Item 8, “Exhaust Valve Condition Report”.

If the burn-off or grinding limits have been reached, please contact us for
advice on reconditioning.

If the seat and the disc underside are acceptable with respect to Items 3, 4,
and 5, then the spindle can be reinstalled without grinding after Item 6 has
been carried out.
Otherwise, proceed to Items 6 and 7.

Remarks:

• Burn-off rate (disc underside)

The number of service hours before shore-side reconditioning usually
depends upon the burn-off rate of the disc underside.

6. Inspecting the Valve Stem

What to do:

• Clean the valve spindle stem.

• Measure the diameter of the spindle stem in the area shown in the
instruction book “MAINTENANCE”, Procedure 908-2.
• Check the surface condition of the chrome-plated/HVOF-coated area.

Acceptance criteria:

• Minimum diameter
The diameter must not be less than the limit stated in the instruction book.
For the minimum diameter, see the instruction book “MAINTENANCE”,
Data 108-2, Ref. D08-17.
• Cracking (“meshwork cracking”) of chrome/HVOF
Slight cracking of the lowermost part of the chrome plating/HVOF coating
(Photo 4) has no significance, and is therefore acceptable.
• Peeling-off
The chrome plating/HVOF-coating must not show peeling-off.
 707-37

Photo 4: Slight cracking (“meshwork cracking”)

Further action:

Fill of the inspection results in Item 8, “Exhaust Valve Condition Report”.

If condition of the spindle stem is acceptable, proceed to Item 7.

Otherwise, please contact us for advice on reconditioning.

7. Grinding the Spindle Seat

What to do:

Mount the spindle in the grinding machine and, using the dial-gauge
positioned just inside the area of inner contact, (see Fig. 5), true-up to within
a maximum of 0.05 mm.
This is done in order to minimize the amount of material removed during
grinding.

  

Fig. 5: Truing-up the spindle

 707-38

Grind the seat according to the special instructions from the grinding machine
supplier.

Keep the grinding to a minimum.

After full contact between grindstone and seat is reached at the beginning
of the grinding process:
Normally Limit the grinding to 0.2 mm.
Rare cases Remove 0.3 mm or more.
Blow-by Continue the grinding until the blow-by marks are removed.
Dent marks It is not necessary to continue grinding until all dent marks
have been removed.

Photo 5 shows an overhauled valve spindle which is ready for further service.

Photo 5: Acceptable seat condition after grinding

Acceptance criteria:

• Ground surface
The grindstone must have removed material from the whole width and the
whole circumference of the seat.
There must be no signs of blow-by.
• Maximum grinding depth
The grinding depth (gap G1) must not exceed the limit stated in the
instruction book.
For the maximum grinding depth, see the instruction book “MAINTE-
NANCE”, Data 108-2, Ref. D08-14.

If the seat surface is still not acceptable when the maximum grinding depth
has been reached, please contact us for advice on reconditioning.
 707-39

8. Exhaust Valve Condition Report

Exhaust Valve Condition Report

Vessel: No.:

Eng. builder: Eng. no.: No. of cyl.: Eng. type:

Valve no.: Valve hours: Kept as spare (yes/no): Test (yes/no):

Valve dismounted from cyl.: Date (yy/mm/dd): Engine hours (total):

Valve checked/overhauled by: Date (yy/mm/dd): Engine hours (total):

Valve mounted on cyl.: Date (yy/mm/dd): Engine hours (total):

Remarks:
BOTTOM PIECE

Type: Marking: Seat material:

Drawing no.: Hours since last overhaul: Hours total:

Cracks (yes/no): Blow-by (yes/no): Seat contact (inner/outer/parallel):

No. of dent mark larger than = 7 mm: Seat ground: Total grinding, G1 [mm]: at hrs.:

Deposit in chamber: Extend on circumference [mm]: Maximum deposit thickness in duct [mm]:

Angular position of max. deposit (0° = manoeuvre side):  

Deposit in way of fuel oil injection valves (yes/no):


Remarks    


 

SPINDLE

Marking: Base material: Disc underside material:

Seat material: Stem surface: Drawing no.:

Hours since last overhaul: Hours total:

Cracks (yes/no): Blow-by (yes/no): Seat contact (inner/outer/parallel):

Spindle disc max. burn-off [mm]: at position (A, B, C, D or E): Burn-off rate [mm/1000 hrs.]:

No. of dent marks larger than = 7 mm: Seat ground: Total grinding, G2 [mm]: at hrs.:

Stem diameter d0 above sealing area [mm]: 


Min. stem diameter dmin at sealing [mm]: 

Wear of stem sealing ring [%]: 

Remarks


 

HOUSING

Marking: Drawing no.: Hours since last overhaul: Hours total:

Spindle guide diameter

Spindle guide,
Minimum / Top [mm] Maximum / Top [mm] hours total
  
Minimum / Bottom [mm] Maximum / Bottom [mm] 

Corrosion   

Section A B C

mm
Position
(o’clock)

Remarks:
 Plate 70702 Inspection through Scavenge Ports, Record

M/V Engine Type: Running hours Checked by:

Total:
Yard: Builder: Engine Cylinder oil
No.: Built year: No.: dosage: Data:

Cylinder No.
Condition and symbol Engine Part
1 2 3 4 5 6 7 8 9 10 11 12
Intact *
Burning BU
Piston crown
Leakage oil LO
Leakage water LW

No deposit * Top land

Deposits

Light deposit LC Ring land 1

Medium deposit MC
Excessive deposit EC Ring land 2
Polished deposit PC
Ring land 3
Intact * Ring 1
Ring breakage

Collapsed C
Broken opposite ring gap BO Ring 2
Broken near gap BN Ring 3
Several pieces SP
Entirely missing M Ring 4
Ring movement

Ring 1
Loose * Ring 2
Sluggish SL
Sticking ST Ring 3
Ring 4
Clean, smooth *
Ring 1
Running surface, Black, overall B
Running surface, Black, partly (B) Ring 2
Black ring ends >100 mm BR
Surface condition

Scratches (vertical) S Ring 3

Micro-seizures (local) mz
Micro-seizures (all over) MZ Ring 4
Micro-seizures, still active MAZ
Piston skirt
Old MZ OZ
Machining marks still visible ** Piston rod
Wear-rides near bottom WR
Cylinder liner
Scuffing SC abv. scav. ports
Clover-leaf wear CL Cylinder liner
Ring sharp-edged Top/Bot T/B near scav. ports
Ring 1
Lubrication condition

Ring 2
Optimal * Ring 3
Too much oil O
Slightly dry D Ring 4
Very dry DO
Black oil BO Piston skirt
Piston rod
Cylinder liner
No sludge *
Deposits

Scavenge box
Sludge S
Much sludge MS Scav. receiver
Flaps and non-
Intact * return valves
Running hours since last overhaul
 Plate 70703 Inspection through Scavenge Ports, Symbols

 
Condition and symbol  

Intact *
Burning BU
Leakage oil LO


Leakage water LW 


No deposits * 
Light deposit LC
Deposits


Medium deposit MC
Excessive deposit EC 
 
Polished deposit PC

Intact * 
Ring breakage

Collapsed C
Broken opposite ring gap BO  

Broken near ring gap BN

Several pieces SP
Entirely missing M
Ring movement

Loose *
Sluggish SL
Sticking ST  
 

Clean, smooth *
Running surface, Black, overall B
Running surface, Black, partly (B)
Black ring ends >100 mm BR
 
Scratches S
Surface condition

 
Micro-seizures (local) mz 

Micro-seizures (all over) MZ  

 
Micro-seizures, still active MAZ
Old MZ OZ
Machining marks still visible ** 


Wear-ridges near bottom WR
Scuffing SC
Clover-leaf wear CL
Ring sharp-edged Top/Bot T/B
Optimal *
Lub. condition

Too much oil O

Slightly dry D
Very dry DO
Black oil BO

No sludge *
Deposits

Sludge S
Much sludge MS
 Plate 70706 Factors influencing Cylinder Wear

Schematic summary of most common recognized wear mechanisms

   

  
   

 
 

  


   
   
   

 
 

   

   
  
 
     
  

  

      
 
  
      
 
 
 
     
   
  


  
 
   
  
 
 
 
  
  
    
  
   
 
   

    
 
   
    
    
 
 
  
  
     


    

   

Abbreviations:
JCW: Jacket Cooling water
WMC: Water Mist Catcher
PC ring: Piston Cleaning ring
Plate 70710A Sulphur Content and Basic Feed Rate

     

 
   










   






     

   

Fig. 1 Sulphur content and Basic Feed Rate at specified MCR for Mark8 and newer
(incl. S60ME-C7)

     

 
   










   






     

   

Fig. 2 Sulphur content and Basic Feed Rate at specified MCR for Mark7 and previous
(excl. S60ME-C7)
 Plate 70710B Setting of Cylinder Oil Feed Rate

Set the values in below Fields at MOP screen “Cylinder Lubrication”.

See Chapter 703, “Auxiliaries”, Item 1.3.

Feed Rate Factor [g/kWhS% See Table1 for Mark8 and newer (incl. S60ME-C7)
See Table2 for Mark7 and previous (excl. S60ME-C7)
S% [wt%] Sulphur content in fuel oil
Min. Feed Rate [g/kWh] See Table1 for Mark8 and newer
See Table2 for Mark7 and previous
Feed Rate Adjust Factor 1.00
Running In [g/kWh] Off (or 0.00)

Table 1 Feed Rate Factor and Min. Feed Rate for Mark8 and newer engines (incl. S60ME-C7)
Feed Rate Factor [g/kWhS%] Min. Feed Rate
Service hours
Formula e.g. BN100 e.g. BN40 [g/kWh]
0 – 15 1.70 (*)
15 – 100 1.50
15 – 100 1.30
0.40 × 100/BN 0.40 1.00
200 – 300 1.10
300 – 400 0.90
400 – 500 0.70
500 – 1100 0.40 × 100/BN 0.40 1.00
1100 – 1700 0.36 × 100/BN 0.36 0.90
1700 – 2300 0.32 × 100/BN 0.32 0.80
0.60
2300 – 2900 0.28 × 100/BN 0.28 0.70
2900 – 3500 0.24 × 100/BN 0.24 0.60
after 3500 0.20 × 100/BN 0.20 0.50
*) For Mark9 type with cylinder bore 50 cm and smaller engines, 1.50 is applied.

Table 2 Feed Rate Factor and Min. Feed Rate for Mark7 and previous engines (excl. S60ME-C7)
Feed Rate Factor [g/kWhS%] Min. Feed Rate
Service hours
Formula e.g. BN70 e.g. BN40 [g/kWh]
0 – 15 1.70
15 – 100 1.50
15 – 100 1.30
0.34 × 70/BN 0.34 0.60
200 – 300 1.10
300 – 400 0.90
400 – 500 0.70
500 – 1100 0.34 × 70/BN 0.34 0.60
1100 – 1700 0.30 × 70/BN 0.30 0.53
1700 – 2300 0.26 × 70/BN 0.26 0.46 0.60
2300 – 2900 0.22 × 70/BN 0.22 0.39
after 2500 0.20 × 70/BN 0.20 0.35
 Plate 70710C Guidance Schedule of Basic Feed Rate

  



   

  





   
 









 




 





  




          

 
*) for Mark9 type with cylinder bore
50 cm and smaller engines

Fig. 1a Guidance schedule of Basic Feed Rate at MCR

for Mark8 and newer engines (incl. S60ME-C7), BN100
 Plate 70710C Guidance Schedule of Basic Feed Rate

  



   

  





   
 












 








  




          

 
*) for Mark9 type with cylinder bore
50 cm and smaller engines

Fig. 1b Guidance schedule of Basic Feed Rate at MCR

for Mark8 and newer engines (incl. S60ME-C7), BN40
 Plate 70710C Guidance Schedule of Basic Feed Rate

  



   

  




   
 











 




 


  




         

 

Fig. 2a Guidance schedule of Basic Feed Rate at MCR

for Mark7 and previous engines (excl. S60ME-C7), BN70
 Plate 70710C Guidance Schedule of Basic Feed Rate

  



   

  




   
 















 
  

  




         

 

Fig. 2b Guidance schedule of Basic Feed Rate at MCR

for Mark7 and previous engines (excl. S60ME-C7), BN40
 Plate 70711 Cylinder Condition Report

E
E: Exhaust
F A A: Aft
M: Maneourve         
 
F: Fore
M

F
E A

D B

C
"F" to be measured
before dismantling

E (0
2 mm

F A
(270 (90
H

M (180
Plate 70712A Calculation of Condensate Amount

Water vapour in intake

M ambient
[kg/kWh]
0.60 100%

Rel.Humidity = 100%
Rel.Humidity = 90% 90%
0.50 Rel.Humidity = 80%
Rel.Humidity = 70% 80%
Rel.Humidity = 60%
Rel.Humidity = 50%
0.40 70%
Rel.Humidity = 40%

60%

0.30
50%

40%
0.20

0.10

0.00
0 5 10 15 20 25 30 35 40 45

Ambient air temperature [degC]

Plate 70712B Calculation of Condensate Amount

Maximum water vapour in scavenge air

M scavenge
[kg/kWh]
0.60

Pscav = 0.20 MPa abs

Pscav = 0.25 MPa abs
0.50 Pscav = 0.30 MPa abs
Pscav = 0.35 MPa abs 0.20 MPa abs

Pscav = 0.40 MPa abs

0.40
0.25 MPa abs

0.30 MPa abs

0.30

0.35 MPa abs

0.40 MPa abs

0.20

0.10

0.00
10 15 20 25 30 35 40 45 50 55

Scavenge air temperature [degC]

 Plate 70714 Breaking-in Load

   

   
  
 
 








  









               

 Plate 70716A Cylinder Liner Condition

Normal Condition Cold Corrosion

Normal liner condition Cold Corrosion

Light corrosive surface. Wave cut machining Normal cold corrosion on the lower liner part, the
marks still visible on the lower part of the liner. corrosion facilitates good lubrication oil film, and
the liner wear rates are acceptable.

Top cold condition Liner Black Deposits

Excessive Corrosive top part of the liner Black Deposits (black lacquer)
Heavily corrosive surface may lead to high liner The result of high humidity in the scavenging air,
wear and high ovality. impacting the cylinder oil, producing alkaline
material, forming a patch of deposits. Harmless to
the engine and will be worn away when the air
becomes dryer.
 Plate 70716B Cylinder Liner Condition

Bore Polish Port Rib Marks

Liner Polish Port Rib Marks

Excessive piston top land deposits will eventually Often seen in connection with excessive top land
lead to liner polish and oil film break down. deposits due to too high cylinder oil feed rates, in
Possibly related to missing or malfunctioning PC combination with a cooler liner port area by cold
ring in combination with too high oil feed rates. climate and low load operation. (Not harmful).

Seizure stripe Scuffing (Macro seizures)

Micro Seizures Scuffing (Macro seizures)

Deriving from local oil film break down must be The result of complete oil film break down is high
treated with increased oil feed rate to make the friction and seizures leading to heavy liner wear.
rings run-in again. May otherwise evolve into The liner must be exchanged or machined.
scuffing.
     

    

    

   

    

     

  

    

   

 
 708-01

Chapter 708
Bearings and Circulating Oil

Contents Page

Bearings
1. General Bearing Requirements and Criteria for Evaluation 708-05
2. Bearing Metals 708-05
2.1 Tin based White Metal 708-05
2.2 Tin Aluminium 708-05
3. Overlayers 708-06
4. Flashlayer, Tin 708-06
5. Bearing Design 708-06
5.1 Tangential Run-out of Oil Groove 708-07
5.2 Bore Relief 708-07
5.3 Axial Oil Grooves and Oil Wedges 708-07
5.4 Thick Shell Bearings 708-07
5.5 Tin Shell Bearings 708-08
5.6 Top/Bottom Clearance 708-08
5.7 Wear 708-09
5.8 Undersize Bearings 708-09
6. Bearing Journal 708-09
6.1 Surface Roughness 708-09
6.2 Spark Erosion 708-10
6.3 Surface Geometry 708-11
6.4 Undersize Bearing Journal 708-11
7. Practical Information 708-11
7.1 Check without Opening up 708-11
7.2 Open up Inspection and Overhaul 708-12
7.3 Types of Damage 708-13
7.4 Cause for Wiping and Tearing 708-13
7.5 Cracks 708-14
7.6 Cause for Cracks 708-15
7.7 Repair of Oil Transitions 708-15
7.8 Bearing Wear Rate 708-15
7.9 Surface Roughness 708-16
7.10 Repairs of Bearings on Site 708-16
7.11 Repairs of Bearing Journals 708-17
7.12 Inspection of Bearings 708-18
 708-02

Contents Page

8. Crosshead Bearing Assembly 708-19

8.1 Bearing Type 708-19
8.2 Bearing Function and Configuration 708-19
8.3 Replacement Criteria of Tin-Aluminium Bearing 708-19
9. Main Bearings Assembly 708-20
9.1 Thick Shell Bearing Assembly 708-20
9.2 Thin Shell Bearing Assembly 708-20
10. Crankpin Bearing Assembly 708-21
11. Guide Shoes and Guide Strips 708-21
12. Thrust Bearing Assembly 708-22
13. Check of Bearings before Installation 708-23
13.1 Visual inspection 708-23
13.2 Check Measurements 708-23
13.3 Cautions 708-23

Alignment of Main Bearings

1. Alignment 708-24
2. Alignment of Main Bearings 708-24
2.1 Deflection Measurements 708-24
2.2 Checking the Deflections 708-25
2.3 Floating Journals 708-26
2.4 Causes of Crankshaft Deflection 708-26
2.5 Piano Wire Measurements 708-26
2.6 Shafting Alignment, Bearing Load, “Jack-up” Test 708-27

Circulating Oil and Oil System

1. Circulating Oil 708-28
2. Circulating Oil System 708-29
3. Circulating Oil Failure 708-29
3.1 Cooling Oil Failure 708-29
3.2 Lubricating Oil Failure 708-30
 708-03

Contents Page

Maintenance of the Circulating Oil

1. Oil System Cleanliness 708-31
2. Cleaning the Circulating Oil System 708-31
2.1 Cleaning before filling-up 708-31
2.2 Flushing Procedure, Main Lube Oil System 708-31
3. Circulating Oil Treatment 708-33
3.1 General 708-33
3.2 The Centrifuging Process 708-34
3.3 The System Volume in relation to the Centrifuging Process 708-34
3.4 Guidance Flow Rates 708-35
4. Oil Deterioration 708-36
4.1 General 708-36
4.2 Oxidation of Oils 708-37
4.3 Signs of Deterioration 708-37
4.4 Water in the Oil 708-38
4.5 Check on Oil Condition 708-39
5. Circulating Oil: Analyses and Characteristic Properties 708-39
6. Cleaning of Drain Oil from Piston Rod Stuffing Boxes 708-41

Turbocharger Lubrication
1. TCA Type Turbocharger 708-42
2. A100/A200 Type Turbocharger 708-42
3. TPL Type Turbocharger 708-42
4. MET Type Turbocharger 708-42
 708-04

Contents Page

Plates
Main Bearing, Thick Shell Design 70801
Main Bearing, Thin Shell Design 70802
Crosshead Bearing 70803
Crankpin Bearing 70804
Main Bearing Assemblies 70805
Guide Shoes and Strips 70806
Thrust Bearing Assembly 70807
Inspection of Bearings 70809
Location and Size of Damage in Bearing Shells 70810
Acceptance Criteria for Tin-Aluminium Bearing with Overlayer 70811
Location of Damage on Bearing Journal 70812
Observations 70813
Inspection of Records, Example 70814
Inspection of Records, Blank 70815
Crankshaft Deflections 70816
Crankshaft Deflection, Limits 70817
Circulating Oil System 70818A
Circulating Oil System 70818B
Circulating Oil System on Engines 70820
Flushing of Main Lube Oil System 70821
Flushing Log 70823
Cleaning System, Stuffing Box Drain Oil 70824
Hydraulic Control Oil System (Hydraulic Cylinder Unit – HCU) 70825A
Hydraulic Control Oil System (Hydraulic Cylinder Unit – HCU) 70825B
Hydraulic Control Oil System (Hydraulic Cylinder Unit – HCU) 70825C
Hydraulic Control Oil System (Hydraulic Power Supply – HPS) 70825D
Hydraulic Control Oil System (Hydraulic Power Supply – HPS) 70825E
Turbocharger Lubricating Oil System 70828A
Turbocharger Lubricating Oil System 70828B
Check Measurements 70829
 708-05

Bearings

1. General Bearing Requirements and Criteria for Evaluation

Bearings are vital engine components; therefore, bearing design and choice
of bearing metal is crucial for reliable engine performance.

Bearing design criteria depend on the bearing type and, in general, on:
a) Bearing load:
• Static
• Dynamic
b) Bearing load direction
c) Journal Orbit
d) Speeds
e) Cooling
f) Expected lifetime
g) Overhaul aspects
h) Spare aspects

The compactness of engines and the engine ratings (gas pressure, engine
speed and stroke/bore) influence the magnitude of the specific load on the
bearing and make the correct choice of bearing metals, construction,
production quality and, in certain bearings, the application of overlayer
necessary. (See Item 3)

2. Bearing Metals

2.1 Tin based White Metal

Tin-based white metal is an alloy with minimum 88% tin (Sn), the rest of the
alloy composition is antimony (Sb), copper (Cu), cadmium (Cd) and small
amounts of other elements that are added to improve the fineness of the
grain structure and homogeneity during the solidification process.
This is important for the load carrying and sliding properties of the alloy.
Lead (Pb) content in this alloy composition is an impurity, as the fatigue
strength deteriorates with increasing lead content, which should not exceed
0.1% of the cast alloy composition.

2.2 Tin Aluminium (A40 or AlSn40)

Tin aluminium is a composition of aluminium (Al) and tin (Sn) where the tin is
trapped in a 3-dimensional mesh of aluminium.
A40/AlSn40 is a composition with 40% tin.
The sliding properties of this composition are very similar to those of tin
based white metal but the dynamic loading capacity of this material is higher
than tin based white metals at similar working temperature.
This is due to the ideal combination of tin and aluminium, where tin provides
good embeddability and sliding properties, while the aluminium mesh
functions as an effective load absorber.
 708-06

3. Overlayers

An overlayer is used in crosshead bearing design.

The overlayer is a thin galvanic coating mainly lead (Pb), copper (Cu) and tin
(Sn), which is applied directly on to the white metal or, via a thin galvanically
applied intermediate layer, on to the tin aluminium sliding surface of the
bearing.
The overlayer is a soft and ductile coating; its main objective is to ensure
good embeddability and conformity between the bearing sliding surface and
the journal (crosshead pin) surface geometry.

As an alternative to above mentioned overlayer, tin-aluminium crosshead

bearings (lower shell) may have a synthetic resin overlayer.
This overlayer consists of a matrix of suitable solid lubricants dispersed in
polyamide.
The colour appearance of this overlayer is non-metallic.
This synthetic resin is especially good resistant towards corrosion and
cavitation.

For the conventional tin-aluminium crosshead bearings coated a galvanic

overlayer, the intermediate layer may be exposed due to overlayer tearing,
wiping or wear.
On the other hand, for the tin-aluminium crosshead bearing coated synthetic
resin, synthetic resin is applied directly on to the tin-aluminium layer, and
consequently has no intermediate layer.

Therefore the acceptance criteria of overlayer wear (as shown on Plate

70811) is not relevant for engines equipped with tin-aluminium crosshead
bearing with synthetic resin.
See Item 7.3 and 8.3.

4. Flashlayer, Tin (Sn)

A flash layer is a 100% tin (Sn) layer which is applied galvanically; the
thickness of this layer is a few µm.
The coating of tin flash functions primarily to prevent corrosion (oxidation) the
bearing.
Furthermore, it is effective to dismantle the bearing smoothly during bearing
overhaul.

5. Bearing Design

Plain bearings for MITSUI-MAN B&W engines are manufactured as steel

shells with a sliding surface of white metal or tin aluminium.
Tin aluminium bearings are always of the thin shell design while the white
metal bearings can either be of the thick shell or thin shell design.

The bearing surface is furnished with a centrally placed oil supply groove and
other design features such as tangential run-outs, oil wedges and/or bore
reliefs.
 708-07

5.1 Tangential Run-out of Oil Groove (Plates 70801, 70802, 70804, B-B)

A tangential run-out is a transition geometry between the circumferential oil

supply groove and the bearing sliding surface.
This special oil groove transition geometry prevents an oil scraping effect and
enhances the hydrodynamic build-up of load-carrying oil film towards the
loaded area of the bearing.

5.2 Bore Relief (Plates 70801, 70802, 70804, A-A)

The bearing sliding surface is machined at the mating faces of the upper and
lower shells to create bore reliefs.
Their main objective is to compensate for misalignments which could result in
a protruding edge (step) of the lower shell’s mating face to that of the upper
shell.
Such a protruding edge can act as an oil scraper and cause oil starvation.

5.3 Axial Oil Grooves and Oil Wedges (Plates 70803 A-A)

Oil grooves and wedges have the following functions:

a) To enhance the oil distribution over the load carrying surfaces

The tapered areas give improved oil inlet conditions.

b) Especially in the case of crosshead bearings (Plate 70803) - to assist the

formation of a hydrodynamic oil film between the load carrying surfaces

c) To provide oil cooling (oil grooves)

In order to perform these functions, the oil must flow freely from the
lubricating grooves, past the oil wedges, and into the supporting areas -
where the oil film carries the load.

5.4 Thick Shell Bearings (Plate 70801)

This type of bearing has a steel back with the required stiffness:

a) To ensure against distortion of the sliding surface geometry

b) To support the cast-on white metal in regions where the shell lacks
support, for example in the area of the upper shell mating surfaces

The top clearance in this bearing design is adjusted with shims, while the side
clearance is a predetermined result of the summation of the housing bore,
shell wall thickness, journal diameter tolerances, and the influence of the
staybolt and bearing stud tensioning force which deforms the bedplate
around the bearing assembly.

Thick shell bearing are typically 30–60 mm thick and used for main bearing
only.
 708-08

5.5 Thin Shell Bearings (Plate 70802)

Thin shell bearings have a wall thickness between 2% and 2.5% of the
journal diameter.
The steel back does not have the sufficient stiffness to support the cast-on
bearing metal alone.
The bearing must therefore be supported rigidly over its full length.

This type of bearing is manufactured with a circumferential oversize (crush

height) which, when the shells are mounted and tightened up, will produce
the required radial pressure between the shell and the bearing housing.

All or part of the thin shell bearings are made as blended edge design.
The blended edge design is a smooth radius that allows the main bearing
shaft to incline without risking touching the bearing edge or causing high oil
film pressure at the edge.
The blended edge is described by two dimensions, length and depth.
The actual values depend on the engine size and configuration.
Plate 70802 Fig. 2 shows an example of a blended edge.
With a good blended edge design, the high edge load can be reduced and
distributed over a larger area, thus resulting in a decreased maximum oil film
pressure and increased safety against edge fatigue failure.

Bearing shells can be with or without blended edge and must never be
switched between the bearings.

The top/bottom clearance in this bearing is predetermined and results from a

summation of the housing bore, shell wall thickness, journal diameter
tolerances and, for main bearings, the deformation of the bedplate from the
staybolt and bearing stud tightening force.

5.6 Top/Bottom Clearance

Correct top clearance in main bearings, crankpin bearings (bottom clearance)

and crosshead bearings is balance between sustaining the required oil flow
through the bearing, hence stabilising the bearing temperature at a level that
will ensure the fatigue strength of the bearing metal and having a geometry,
which enhances a proper oil film build-up and maintenance.

Too high top/bottom clearance is often the cause of fatigue cracks.

The bearings are checked in general by measuring the top/bottom

clearances.

In service, clearance measurements can be regarded:

a) As a check of the correct reassembly of the bearing

For new bearings the clearances should lie within the limits specified in
the “INSTRUCTION MANUAL FOR ADJUSTMENT & MEASUREMENT”
of this instruction book.
 708-09

b) As an indicator to determine the condition of the bearing at a periodic

check without opening up, see Item 7.1

In both cases, it is vital that the clearance values from the previous check are
available for comparison.
Therefore, it is necessary to enter clearances in the engine log book with the
relevant date and engine service hours. See e.g. Plate 70814.

The initial clearances can be read from the testbed results.

5.7 Wear

Bearing wear is negligible under normal service conditions.

Excessive wear is due to abrasive or corrosive contamination of the system
oil which will affect the roughness of the bearing journal and increase the
wear rate of the bearing. See Item 7.8.
The so-called spark erosion phenomenon, see Item 6.2, will lead to highly
increased main bearing wear rates, particularly in case of tin aluminium main
bearing type.

5.8 Undersize Bearings

a) Crankpin bearings (thin shell type)

See Item 6.4.
Undersizes lower than 3 mm can also involve modification such as the bolt
tension, hydraulic tool, etc.

For advice on the application of undersize bearings, it is recommended to

contact the engine builder.

b) Main bearings (thick or thin shell type)

See Plate 70801, 70802.
The information under point a) is also valid here.

c) Crosshead bearings (thin shell type)

The crosshead bearings are only available as standard shells, as the
reconditioning proposal for offset grinding of the journal (crosshead pin)
facilitates the use of standard shells, see also Item 6.4.
It is recommended to contact the engine builder for advice on such
reconditioning.

6. Bearing Journal

6.1 Surface Roughness

The bearing journal surface roughness is important for the bearing condition.
Increased surface roughness can be caused by:
 708-10

a) Abrasive damage due to contamination of the system oil

See also Item 7.4 b).

b) Corrosive damage due to seawater or other contamination of the system

oil (acidic), or oxidation of the journals due to condensations
See also Item 7.4 b).

c) Spark erosion (only in main bearings)

See also Item 6.2.

d) Scratches caused by mishandling

With increasing journal roughness, a level will be reached where the oil film
thickness is no longer sufficient, causing metal contact between the journal
and the bearing sliding surface.
This will cause bearing metal adhere to the journal, giving the surface a
silvery white appearance and roughening the bearing surface at the same
time.
When such a condition is observed, the journal must be reconditioned by
polishing, and the roughness of the surface made acceptable, see also Item
7.9.
In extreme cases, the journal must be ground to an undersize, see also Item
6.4.
The bearing shell condition determines whether exchange of the shells is
necessary or not.

6.2 Spark Erosion

Spark erosion is caused by a voltage discharge between the main bearing

and journal surface.

The cause of the potential can be insufficient earthing of the engine and
generator. The oil film acts as a dielectric.
The spark attack in the bearing depends on the thickness of the oil film.

Since the hydrodynamic oil film thickness varies through a rotation cycle, the
discharge will take place at roughly the same instant during each rotation
cycle, i.e. when the film thickness is at its minimum.
The roughening will accordingly be concentrated in certain areas on the
journal surface.
However, as the bearings wear, the position of the spark attack may shift and
thus other parts get damaged.

In the early stages, the roughened areas can resemble pitting erosion - but
later, as the roughness increases, the small craters will scrape off and pick up
bearing metal - hence the silvery white appearance.

Therefore, to ensure protection against spark erosion, the potential level must
be kept at maximum 50 mV, which is feasible today with a high efficiency
earthing device.
If an earthing device is installed, its effectiveness must be checked regularly.
 708-11

Spark erosion has only been observed in main bearings and main bearing
journals.
Regarding repair of the journals, see Item 7.11

The condition of the bearings must be evaluated to determine whether they

can be reconditioned or if they have to be discarded.
It is recommended to contact the engine builder if advice is required.

6.3 Surface Geometry

Surface geometry defects such as lack of roundness, conicity and

misalignment may give rise to operational difficulties.
Such abnormal cases of journal geometry and misalignment may occur after
a journal grinding repair.
It is recommended to contact the engine builder for advice.

6.4 Undersize Bearing Journal

In case of severe damage to the journal, it may become necessary to

recondition the journal by grinding to an undersize.

a) Main and crankpin journals can be ground to 3 mm undersize:

Undersize journals bellow this value require special investigations of the
bearing assembly.
It is recommended to contact the engine builder for advice.

b) In service crossheads pins can be:

1. Polished to (D nominal 0.15 mm) as the minimum diameter.
2. Offset to a maximum of 0.3 mm and ground.
3. Under size (AlSn40) or repaired by welding.

In both cases, since standard bearings are used, the bearing top
clearances will increase depending on the surface condition of the journal
(crosshead pin) to be reconditioned.
The offset value used for grinding must be stamped clearly on the
crosshead pin.
It is recommended to contact the engine builder for advice.

7. Practical Information

7.1 Check without Opening up

Follow the check list in accordance with the procedure stated in the
instruction book “MAINTENANCE”, Chapter 904 and 905.
Enter the results in the engine logbook. See also Item 7.12.

1) Stop the engine and block the main starting valve and starting air distributor
system and close the starting air reservoir valves.

2) Engage the turning gear.

 708-12

3) Just after stopping the engine, while the oil is still circulating, check that
uniform oil jets appear from all the oil outlet grooves in the crosshead bearing
lower shells and the guide shoes.

4) Turn the crank throw for the relevant cylinder unit to suitable position and stop
the lube oil circulation pump. (It is recommended to turn the engine for
0.5–1.0 hour with the pumps off to let the oil drip off.)

5) – Check the top/bottom clearance with the measuring tools.

The change in clearances must be negligible when compared with the
readings from the last inspection.
If the total increase in top/bottom clearance as from new is beyond the
tolerance, the bearing should be inspected.
This tolerance is specified in the “INSTRUCTION MANUAL FOR
ADJUSTMENT & MEASUREMENT” of this instruction book.

– For guide shoe and guide strip clearance and checking procedure, see
the instruction book “MAINTENANCE”, Item 904.

6) Examine the sides of the bearing shell, guide shoes and guide strips, and
check for squeezed-out or loosened metal; also look for bearing metal
fragments in the oil pan.

7) In the following cases, the bearings must be dismantled for inspection, see
Item 7.2:

a) Bearing running hot.

b) Oil flows and oil jets uneven, reduced or missing.
c) Increase of clearance since previous reading larger than 0.05 mm.
See also Item 7.8.
d) Bearing metal squeezed out, dislodged or missing at the bearing, guide
shoe or guide strip ends.
e) The oil having been contaminated with e.g. water.

If item 7.a) has been observed excessively in crosshead bearings or crankpin

bearings, measure the diameter of the bearing bore in several positions.
If the diameter varies by more than 0.06 mm, send the connecting rod
complete to an authorised repair shop.

If Item 7.a), 7.c) or 7.d) are observed when inspecting main bearings, it will be
recommended to inspect the two adjacent bearing shells, to check for any
abnormalities.

If Item 7.e) has been observed, check lead content in oil analysis. If high
open up crosshead bearing.

7.2 Open up Inspection and Overhaul (Plate 70809)

Record the hydraulic pressure level when the nuts of the bearing cap go
loose.
 708-13

Carefully wipe the running surfaces of the bearing shell and the journal with a
clean rag. Use a powerful lamp for inspection.

Assessment of the metal condition and journal surface is made in accordance

with the directions given below.
The results should be entered in the engine logbook. See also Item 7.12.

7.3 Types of Damage

The overlayer and baring metal can exhibit the following types of damage.

a) Tearing of the overlayer (crosshead bearing) can be due to substandard

bonding.
The damage is not confined to specific areas of the bearing surface.
The bearing metal/intermediate layer in the damaged area is seen clearly
with a sharply defined overlayer border.

For white metal bearing, this defect is regarded mainly as a cosmetic defect,
if it is confined to small areas of the bearing surface without interconnection.

For tin-aluminium (crosshead) bearing coated overlayer, the total area where
the intermediate layer exposed due to overlayer tearing, wiping or wear must
not exceed maximum limit given in Item 8.3.

These limits do not apply for the synthetic resin overlay bearing type, see
Item 3.

b) Wiping of the overlayer manifests itself by parts of the overlayer being

smeared out.
Wiping of the overlayer can take place when running-in a new bearing;
however, if the wiping is excessive, the cause must be found and rectified.
One of the major causes of wiping is journal surface roughness and
scratches. See also Item 8.3.

c) Bearing metal wiping is due to metal contact between the sliding surfaces
which causes increased frictional heat, resulting in plastic deformation
(wiping). See Item 7.4 and Item 7.10 b).
Moderate wiping during the running-in stage is normal, and is considered as
a “cosmetic” problem.

d) Bearing metal crack is due to high dynamic stress levels. See Item 7.5.

7.4 Causes for Wiping and Tearing

a) Hard contact spots, e.g. originating from:

• Defective journal, bearing, or crosshead guide surfaces
• Scraped bearing or guide shoe surfaces
• Objects trapped between the back of the shell and the housing bore
• Fretting on the back of the shell and in the housing bore
 708-14

b) Increased journal surface roughness

In most cases the increase in roughness will have occurred in service, and is
attributed to:

1. Hard particle ingress:

Hard particle ingress may be due to the malfunction of filters and/or
centrifuges or loosened rust and scales from the piping.
Therefore, always pay careful attention to oil cleanliness.

2. Corrosive attack:
• Water contamination of the system oil is by far the most found cause of
corrosive attack of bearings.
• If the oil develops a weak acid.
• If strong acid anhydrides are added to the oil which, in combination
with water, will develop acid.
• If the salt water content in the lube oil is higher than 0.5%.
The water will attack the bearing metal, and result in formation of a
very hard black tin-oxide encrustation (SnO) which may scratch and
roughen the journal surfaces.
The formation of tin-oxide is intensified by rust from the bottom tank.
Therefore, keep the internal surface, especially the “ceiling”, clean.

Ensure that no dirt enters the crosshead pin oil bores during piston overhaul.

c) Inadequate lube oil supply

d) Misalignment

7.5 Cracks

Crack development is a fatigue phenomenon due to high dynamic stress

levels in local areas of the bearing metal, typically in combination with
weakened bearing metal.

In the event of excessive local heat input, the fatigue strength of the bearing
metal will decrease, and thermal cracks are likely to develop even below the
normal dynamic stress level.
This can be typically found in crankpin and crosshead bearing shells,
exceeding 50,000 running hours.

A small cluster of hairline cracks develops into a network of cracks.

At an advanced stage, increased notch effect and the influence of the
hydrodynamic oil pressure will tear the bearing metal from the steel back and
produce loose and dislodged metal fragments.
 708-15

7.6 Cause for Cracks

a) Insufficient strength of the bonding between the bearing metal and the steel
back (tinning or casting error)

b) Crack development after a short working period may be due to misalignment

(e.g. a twist between the bearing cap and housing) or geometric irregularities
(e.g. a step between the contact faces of the bearing shell, or incorrect oil
wedge geometry).

c) High local loading

For example, if, during running-in, the load is concentrated on a few local
high spots of the bearing metal.

Bearing with cracks can only be repaired temporarily depending on the extent
of the damage.

7.7 Repair of Oil Transitions (oil wedges, tangential run-out and bore relief)

It is strongly recommended to contact the engine builder for advice before

starting any repairs. (See also Item 1.)

Formation of sharp ridges or incorrect inclination of the transition to the

bearing surface will seriously disrupt the flow of oil to the bearing surface,
causing oil starvation at this location.
Oil transitions are reconditioned by carefully cleaning for accumulated metal
with a straight edge or another suitable tool.
Oil wedges should be rebuilt to the required inclination and length, see Plate
70803.

Check the transition geometries before installing the bearings, see Item 14.

7.8 Bearing Wear Rate

The reduction of shell thickness in the loaded area of the main, crankpin and
crosshead bearing in a given time interval represents the wear rate of the
bearing.
Average bearing wear rate based on service experience is
0.01 mm / 10,000 hours.
As long as the wear rate is in the region of this value, the bearing function can
be regarded as normal. See also Item 7.1.

For white metal crosshead bearings, the wear limit is confined to about 50%
reduction of the oil wedge length. See Plate 70803.
Of course, if the bearing surface is still in good shape, the shell can be used
again after the oil wedges have been extended to normal length.
Check also the crosshead pin surface condition, see Items 6.1 and 7.9.

For tin-aluminium crosshead bearings, see Item 8.3.

For further advice, please contact the engine builder.

 708-16

7.9 Surface Roughness

a) Limits to surface roughness

The surface roughness of the bearing journal should always be within the
specified limits.

1. For main and crankpin journals:

New engines AlSn40 or A40 layer : 0.4 Ra
White metal layer : 0.8 Ra
Recondition if higher than AlSn40 or A40 layer : 0.8 Ra
White metal layer : 1.6 Ra

2. For crosshead pins: * 
New or repolished 0.05 Ra
Repolishing if higher than 0.1 Ra

b) Determination of the journal roughness

Measure the roughness with  
   
an electronic roughness tester.

7.10 Repairs of Bearing on Site

It is recommended to contact the engine builder for advice before starting any
repairs. (See also Item 1.)

a) Overlayer wiping

1. Overlayer wiping and moderate tearing in crosshead bearing lower shells

is not serious, and is remedied by careful use of a scraper.
Minimum are shall be scraped off.
For tin aluminium (crosshead) bearing coated overlayer, see Item 8.3.

2. Hard contact on the edges of crosshead bearings is normally due to

galvanic build-up of the overlay.
This is occasionally seen when inspecting newly installed bearings and is
remedied by relieving these areas with a straight edge or another suitable
scraping tool.

b) Bearing metal squeezed out or wiped

1. The wiped metal can accumulate in the oil grooves, wedges, tangential
run-out or bore relief where it forms ragged ridges.
Such bearings can normally be used again, provided that the ridges are
carefully removed with a suitable scraping tool and the original geometry
is re-established. See Item 7.7.
High spots on the bearing surface must be levelled out by light
cross-scraping (90 by 90 degrees).

Except for high spots, scraping of the bearing surface is not

recommended.
 708-17

2. In cases of wiping where the bearing surface geometry is to be

re-established, it is important:
• To access the condition of the damaged area and, if found necessary,
to check the bearing surface for hairline cracks under a magnifying
glass and with a penetrant fluid, if necessary.
• To check the surface roughness of the journal and polish if necessary.

3. In extreme cases of wiping, the oil wedges in the crosshead bearing may
disappear.
In that event, the shell should be replaced.

c) For evaluation and repair of spark erosion damage, refer to Item 6.2.

d) Cracked bearing metal surface should only be repaired temporarily.

The bearing must be replaced. See Items 7.5 and 7.6.

7.11 Repairs of Bearing Journals

a) Crosshead pins

The crosshead pin surface roughness should be better than 0.1 Ra. See
Item 7.9.
If the Ra value is higher than 0.1 µm, the crosshead pin can often be
repolished on the spot, as described below.
If the crosshead pin is also scratched, the position and the extent of the
scratched areas must be evaluated.
If there are also deep scratches, these must be levelled out carefully with
abrasive paper before the polishing process is started.

The surface roughness not countering in scratches after polishing should be

better than 0.1 Ra in 120° crown.
The upper 240° can be accepted up to an average roughness of 0.2 Ra
including scratches.

The following methods are recommended for repolishing on the site.

1. Polishing with microfinishing film:

The polishing process is carried out with a “microfinishing film”, e.g. 3M
aluminium oxide (30 µm, 15 µm and 5 µm), which can be recommended
as a fairly quick and easy method, although to fully reestablish the
crosshead pin surface it will often be necessary to send the crosshead to
repair shop for regrinding/polishing in an appropriate machine.

The microfinishing film can be slung around the crosshead pin and drawn
to and fro by hand and, at the same time, moved along the length of the
crosshead pin, or it is drawn with the help of a hand drilling machine; in
this case, the ends of the microfilm are connected together with strong
adhesive tape or glued together.
 708-18

2. Braided hemp rope method:

This method is executed with a braided hemp rope and jeweller’s rouge.

Before the rope is applied all front end scratches must be removed with
fine abrasive cloth.

A mixture of polishing wax and gas oil (forming an abrasive paste of a

suitably soft consistency) is to be applied to the rope at regular intervals.
During the polishing operation, the rope must move slowly from one end
of the crosshead pin to the other.

The polishing is continued until the roughness measurement proves that

the surface is adequately smooth. (See Item 7.9.)

This is a very time consuming operation and, depending on the surface

roughness in prior, about three to six hours may be needed to complete
the polishing.

b) Main and crankpin journals

1. The methods for polishing of crosshead pins can also be used here, and
method 1) Polishing with microfinishing film, will be the most suitable
method.
A 30 µm microfinishing film is recommended here or 220–270 grade
abrasive cloth of goof quality.

2. Local damage to the journal can also be repaired.

The area is to be ground carefully and the transitions to the journal sliding
surface are to be rounded carefully and polished.
It is recommended to contact the engine builder for advice before such a
repair is carried out.
But as temporary repair, any ridges must be filed or ground to level.

7.12 Inspection of Bearings

Regarding check of bearings before installation, see Item 14.

For the ship’s own record and to ensure the correct evaluation of the bearings,
it is recommended to follow the guidelines for inspection, which are stated in
Plates 70809–70815.
See the example of an Inspection Record on Plate 70814.
 708-19

8. Crosshead Bearing Assembly

8.1 Bearing Type

The type of bearing used in the crosshead assembly is a thin shell bearing,
see Item 5.5.
The lower shell is composed of a steel back with white metal / tin aluminium
metal and an overlayer coating. See also Item 3.
The lower shells are protected against corrosion with tin flash, see Item 4.
The upper shell is composed of a steel back with cast-on white metal, so it
does not have the overlayer coating.
The upper part can also be cast into the bearing cap.

8.2 Bearing Function and Configuration

Because of the oscillating movement and low sliding speed of the crosshead
bearing, the hydrodynamic oil film is generated through special oil wedges
(see Item 5.3) on either side of the axial oil supply grooves situated in the
loaded area of the bearing.
The oil film generated in this manner can be rather thin.
This makes the demands for crosshead pin surface roughness and oil wedge
geometry very important parameters for the assembly to function.
A further requirement is effective cooling which is ensured by the transverse
oil grooves.

The crosshead pin surface is superfinished. See Item 7.9.

The lower shell is most often executed with a special surface geometry
(embedded arc) which extends over a 120° arc, and ensures a uniform load
distribution on the bearing surface in contact with the crosshead pin.
The lower shell is coated with an overlayer (see Item 3), which enables the
crosshead pin sliding geometry to conform with the bearing surface in the
embedded arch area.

8.3 Replacement Criteria of Tin-Aluminium Bearing

(See also Item 3. and 7.3.)

The conventional tin-aluminium crosshead bearings (lower shell) coated a
galvanic overlayer has intermediate layer (nickel-barrier) between overlay
and tin-aluminium metal.

On the other hand, the tin-aluminium crosshead bearings (lower shell) coated
synthetic resin has no intermediate layer, as the synthetic resin is applied
directly on to the tin-aluminium layer.
Therefore the acceptance criteria described below is not relevant for engines
equipped with tin-aluminium crosshead bearing with synthetic resin.

If too large an area, nickel barrier, is exposed due to overlayer tearing, wiping
or wear, and thus subsequently the journal (crosshead pin) works on the
nickel barriers, there can be a risk of damage, as the nickel barrier has poorer
bearing properties (higher hardness and lower embeddability) than that of
original overlayer.
 708-20

Therefore, for the lower shell, if the total area where the intermediate layer is
exposed is exceeded the maximum limit given in Table 1 on Plate 70811, the
replacement of beating is recommended.

Exposed nickel barrier can be confirmed easily as the nickel barrier has a
brighter colour and is harder than the overlayer.
Hardness of the concerned metal can be judged by the knife test, scraping
the metal surface slightly.

It is also recommended to polish the surface of the crosshead pin at

replacement of the bearing, see Item 7.11.

9. Main Bearings Assembly

The MITSUI-MAN B&W engine series can be equipped with:

“Thick shell bearings” (Item 5.4) or
“Thin shell bearings” (Item 5.5).

The above bearing type determines the main bearing housing assembly
described below (see table of installed bearing types, Plate 70801, 70802
and housing assemblies, Plate 70805).

9.1 Thick Shell Bearing Assembly (Plate 70805, Fig. 1)

The tensioning force of a thick shell bearing assembly is transferred from the
bearing cap to the upper shell and via its mating faces to the lower shell
.

The bearing bore is equipped with the following geometry, see Plate 70801:
• Central oil supply groove and oil inlet in the upper shell which ends in a
tangential run-out (Item 5.1) in both sides of the lower shell
• The bearing bore is furnished with a bore relief (Item 5.2) at the mating
faces of the upper and lower shell.

For information regarding inspection and repair, see Item 7.

9.2 Thin Shell Bearing Assembly (Plate 70805, Fig. 2)

This forms a rigid assembly.

The bearing cap which has an inclined vertical and horizontal mating face
is wedged into a similar female geometry in the bed plate , which, when the
assembly is pre-tensioned, will ensure a positive locking of the cap in the
bedplate.

The lower shell is positioned by means of screws .

During mounting of the lower shell, it is very important to check that the
screws are fully tightened to the stops in the bedplate.
This is to prevent damage to the screws and shell during tightening of the
beating cap.
See also instruction book “MAINTENACE”, Chapter 905.
 708-21

10. Crankpin Bearing Assembly (Plate 70804)

This assembly is equipped with thin shells, and has two or four tensioning
studs, depending on the engine type.
Crankpin bearing assemblies with four studs must be tightened in parallel, for
example first the two forward studs and then the two aftmost studs; the
tensioning may be executed in two or three steps.
This procedure is recommended in order to avoid a twist (angular
displacement) of the bearing cap to the mating face on the connecting rod.

The oil is supplied to the bearing surface through the cut-out in both sides of
the upper shell.

For information regarding inspection and repair, see Item 7.

11. Guide Shoes and Guide Strips (Plate 70806)

a) The guide shoes, which are mounted on the fore and aft ends of the
crosshead pins, slide between guides and transform the translatory
movement of the piston / piston rod via the connecting rod into a rotational
movement of the crankshaft.

The guide shoe is positioned relatively to the crosshead pin with a

positioning pin screwed into the guide shoe; the end of the positioning pin
protrudes into a hole in the crosshead pin and restricts the rotational
movement of the crosshead pin when the engine is turned with the piston
rod disconnected.

b) The guide strips are bolted on to the inner side of the guide shoes and
ensure the correct position of the piston rod in the fore-and-aft direction.
This alignment and the clearance between the guide strips and guide are
made with shims.

The sliding surface of the guide shoes and guide strips are provided with
cast-in white metal and furnished with transverse oil supply grooves and
wedges (see also Item 5.3, Plate 70806).

For inspection of guide shoes and guide strips, see Item 7.1, 7.3 c) and 7.4 a)
and the instruction book “MAINTENANCE”, Item 904.
 708-22

12. Thrust Bearing Assembly (Plate 70807)

The thrust bearing is a tilting-pad bearing of the Michell type.

There are eight pads (segments) or more placed on each of the forward and
aft sides of the trust collar.
They are held in place circumferentially by stoppers.
The segments can be compared to sliding blocks and are pivoted in such a
manner that they can individually take up the angle of approach necessary for
a hydrodynamic lubricating wedge.
The lubricating / cooling oil is sprayed directly on to the forward and aft sides
of the thrust collar by means of nozzles positioned in the spaces between the
pads.
The nozzles are mounted on a semicircular delivery pipe.

For clearance and maximum acceptable wear, see the instruction book
“MAINTENANCE”, Item 905.
 708-23

13. Check of Bearings before Installation (Plate 70829)

Clean the bearing shells thoroughly before inspecting.

13.1 Visual Inspection

1) Check the condition of the bearing surfaces for impact marks and burrs.
Repair by scarping if necessary.

2) Check that the transition between the bore relief and the bearing sliding
surface is smooth.

13.2 Check Measurements

Place the shell freely, as illustrated in Plate 70829, Fig. 1.

Measure the crown thickness with a ball micrometer gauge.

Measure in the centre line of the shell, 15 mm from the forward and aft sides.

Record the measurements as described in Item 7.12 and Plates

70809–70815.
This will facilitate the evaluation of the bearing wear during later overhauls.

13.3 Cautions

As the beating shells are sensitive to deformations, care must be taken

during handling, transport and storage, to avoid damaging the shell geometry
and surface.

The shells should be stored resting on one side, and be adequately protected
against corrosion and mechanical damage.

Preferably, keep new bearing shells in the original packing, and check that
the shells are in a good condition, especially if the packing shows signs of
damage.

During transport from the store to the engine, avoid any impacts which could
affect the shell geometry.
 708-24

Alignment of Main Bearing

1. Alignment

During installation of the engine, intermediate shaft and propeller shaft, the
shipbuilder aims to carry out a common alignment, to ensure that the bearing
reactions are kept within the permitted limits, with regard to the different
factors which influence the vessels and the engine during service.

Factors like the ship’s load condition, cold or hot engine, permanent sag of
the vessel, movements in sea, wear of bearings etc., makes it necessary to
regularly check the alignments.

2. Alignment of Main Bearings

The bearing alignment can be checked by deflection measurements as

described in the following Section.

Example: if two adjacent main bearings at the centre of the engine are placed
too high, then at this point the crankshaft centreline will be lifted to form an
arc.
This will cause the intermediate crank throw to deflect in such a way that it
“opens” when turned into bottom position and “closes” in top position.

Since the magnitude of such axial lengthening and shortening increases in

proportion to the difference in the height of the bearings, it can be used as a
measure of the bearing alignment.

2.1 Deflection Measurements (Plate 70816)

As the alignment is influenced by the temperature of the engine and the load
condition of the ship, the deflection measurements should, for comparison,
always be made under nearly the same temperature and load conditions.

It is recommended to record the actual jacket water and lube oil temperatures
and load condition of the ship in Plate 70816.
In addition, they should be taken while the ship is afloat (i.e. not while in dry
dock).

Procedure

Turn the crankpin for the cylinder concerned to Pos. B1, see Fig. 2.
Place a dial gauge axially in the crank throw, opposite the crankpin, and at
the correct distance from the centre, as illustrated in Fig. 1.
The correct mounting position is marked with punch marks on the crank
throw.
Set the dial gauge to “Zero”.

Make the deflection readings at the positions indicated in Fig. 2.

 708-25

“Closing” of the crank throw (compression of the gauge) is regarded as

negative and “Opening” of the crank throw (expansion of the dial gauge) is
regarded as positive, see Fig. 1.

Since, during the turning, the dial gauge cannot pass the connecting rod at
BDC, the measurement for the bottom position is calculated as the average
of the two adjacent positions (one at each side of BDC).

When making deflection readings for the two aftmost cylinders, the turning
gear should, at each stoppage, be turned a little backwards to ease off the
tangential pressure on the turning wheel teeth.
This pressure may otherwise falsify the readings.

Enter the readings in the table Fig. 3.

Then calculate the BDC deflections, (B1 + B2) / 2, and noted down the result
in Fig. 4.

Enter total “vertical deflections” (opening - closing) of the throws, during the
turning from bottom to top position in the table Fig. 5 (T - B).

2.2 Checking the Deflections (Plate 70817 and

“INSTRUCTION MANUAL FOR ADJUSTMENT & MEASUREMENT”)

The results of the deflection measurements (see Plate 70816, Fig. 5) should
be evaluated with the test bed measurements (recorded by the engine builder
in the “INSTRUCTION MANUAL FOR ADJUSTMENT & MEASUREMENT”)
and sea trial measurements.
If realignment has been carried out later on (e.g. following repairs), the results
from these measurements should be used.

Values of permissible “vertical deflections” etc. are shown in Plate 70817.

The values shown on Plate 70817 are specifically attributed to the crankshaft
condition, not the bearing wear condition.

– The values represent theoretical maximum deflection, which the

crankshaft material can sustain, for an unlimited time of operation, without
risking to exceed the stress fatigue limits of the crankshaft.
– The values are unlikely to exceed the “permissible from new” in static
condition (turning of the engine).
– For bearing wear measurements derived from deflection readings; always
refer to test bed (and sea trial) results, and judge the relative change in
deflection over time.
– Abnormal/deviating deflection readings should always be investigated and
additional measurements preformed, such as Top and Bottom clearance
of adjacent main bearings.
 708-26

2.3 Floating Journals

See also Item 2.2 and Plate 70817.

Use a special bearing feeler gauge to investigate the contact between the
main bearing journals and the lower bearing shells.
Check whether the clearance between journal and lower shell is zero.
If clearance is found between journal and lower bearing shell, the condition of
the shell must be checked and, if found damaged, it must be replaced.
The engine alignment should be checked and adjusted, if necessary.

How to check the bearing condition using the special feeler gauge, please
contact us.
The floating journals can be checked by measuring the bearing load, see
Item 2.6.

To obtain correct deflection readings in case one or more journals are not in
contact with the lower shell, it is recommended to contact the engine builder.

If the deflection values are within limits and there is bottom clearance found, it
may be possible to install an offset bearing to get a positive bearing reaction.

2.4 Causes of Crankshaft Deflection

a) Excessive wear of main bearing.

b) Displacement of bedplate, see Item 2.5.

c) Displacement of engine alignment and/or shafting alignment.

This normally manifests itself by large alteration in the deflection of the
aftmost crank throw. See Item 2.6.

d) Loose or broken staybolts.

e) Loose foundation bolts.

2.5 Piano Wire Measurements

A 0.5 mm piano wire is stretched along each side of the bedplate.

The wire is loaded with 400 N horizontal forces.
At the centre line of each cross girder, the distance is measured between the
wire and the machined faces of the bedplate top outside oil groove.
It will thus be revealed whether the latter has changed its position compared
with the reference measurement from engine installation.

This measurement requires special equipment available from MAN Diesel &
Turbo.
 708-27

2.6 Shafting Alignment, Bearing Load, “Jack-up” Test

This can be checked by measuring the load at:

• The aftmost main bearing
• The intermediate shaft bearings (plumber blocks)
• In the stern tube bearing

Making these measurements normally requires specialist assistance.

As the reliable evaluation of the shafting alignment measurements requires a

good basis, the best obtainable check can be made if the shipbuilder or repair
shop has carried out the alignment based on precalculation of the bearing
reactions.
 708-28

Circulating Oil and Oil System

1. Circulating Oil (Lubricating and cooling oil)

For lubricating and cooling oil, rust and oxidation inhibited engine oils of the
SAE 30 viscosity grade, should be chosen.

In order to keep the crankcase and piston cooling space clean of deposits,
the oils should have adequate dispersancy and detergency properties and
also adequately corrosion and oxidation inhibited.
Alkaline circulating oils are generally superior in this respect.

The table below indicates international brands of oils that have given
satisfactory results when applied in MITSUI-MAN B&W engines.
Further information can be obtained by contacting the engine builder or the oil
supplier.

COMPANY CIRCULATING OIL SAE30, BN 5–10

BP ENERGOL OE-HT30
CASTROL MARINE CDX30
CHEVRON
VERITAS 800 MARINE OIL 30
CALTEX
MOBILGUARD 300
EXXON MOBIL MOBILGUARD 312
EXXMAR XA
MELINA S OIL 30
SHELL
MELINA OIL 30
ATRANTA MARINE D3005
TOTAL
DISOLA M3015

JX NIPPON OIL & ENERGY MARINE S30

DAPHNE MARINE OIL SX30

IDEMITSU KOSAN
DAPHNE MARINE OIL SY30

COSMO OIL LUBRICANTS COSMO MARINE 3005

 708-29

2. Circulating Oil System

See Plate 70818A–B, 70820 and 70825A–E.

Pump draws the oil from the bottom tank and forces it through the lube oil
cooler , the filter .

The absolute fineness of full flow filter should be 50 µm.

In case the engines used of tin aluminium bearing, the absolute fineness of
full flow filter should be 40 µm.

a) The main part of the oil (divided into Flange “LB”) is, via the telescopic
pipe, sent to the piston cooling manifold, where it is distributed between
piston cooling and bearing lubrication.
From the crosshead bearings, the oil flows through bores in the
connecting rods, to the crankpin bearings.
A part of oil which is divided into Flange “LB” is also led to the
turbocharger.

b) The remaining oil (divided into Flange “LA”) goes to lubrication of the main
bearings, HPS chain/gear drive and thrust bearing.

The relative amounts of oil flowing to the piston cooling manifold, and to the
main bearings, are regulated by the orifice plate , if fitted.

Regarding the circulating oil pressure, see Chapter 703.

3. Circulating Oil Failure

3.1 Cooling Oil Failure

The piston cooling oil is supplied via the telescopic pipe fixed to a bracket on
the crosshead.
From here it is distributed to the crosshead bearing, guide shoes, crankpin
bearing and to the piston crown.

Failing supply of piston cooling oil can cause heavy oil coke deposits in the
cooling chambers.
This will result in reduced cooling, thus increasing the material temperature
above the design level.
This is detected by the deviation of piston cooling oil outlet temperature.

In such cases, to avoid damage to the piston crowns, the cylinder loads
should be reduced immediately, and the respective pistons pulled at the first
opportunity, for cleaning of the cooling chambers.

After remedying a cooling oil failure, it must be checked (with the circulating
oil pump running) that the cooling oil connections in the crankcase do not
leak, and that the oil outlets from the crosshead, crankpin bearings, and
piston cooling, are in order.
 708-30

3.2 Lubricating Oil Failure

If the lube oil pressure falls below the slow down oil pressure level stated in
Chapter 703, the engine speed should be reduced immediately to SLOW
DOWN level.
Furthermore, the engine’s safety equipment shall stop the engine when the
shut down oil pressure level has been reached.
Find and remedy the cause of the pressure drop.

Check for traces of melted bearing metal in the crankcase and oil pan.
See also Chapter 702, Checks 2.1 and 2.2.

Feel over 15–30 minutes after starting, again one hour later, and finally also
after reaching full load.
See also Chapter 703, Check 7.
 708-31

Maintenance of the Circulating Oil

1. Oil System Cleanliness

In a new oil system, as well as in a system which has been drained owing to
repair or oil change, the utmost care must be taken to avoid the ingress and
presence of abrasive particles, because filters and centrifuges will only
remove these slowly, and some are therefore bound to find their way into
bearings etc.

For this reason, prior to filling-up the system, careful cleaning of pipes,
coolers and bottom tank should be carried out.

2. Cleaning the Circulating Oil System

The recommendations below are based on our experience, and laid out in
order to give the ship owners, operators and engineers the best possible
advice regarding the avoidance of mishaps to a new engine, or after a major
repair.

The procedure given in this instruction book is an abbreviated version of our

flushing procedure used prior to shop trial.
For further information on flushing procedure, please contact us.

A time taken to achieve the optimal flushing depends upon the actual plant
installations, especially upon the filter(s) type, lube oil centrifuges and the
bottom tank layout.
It is recommended to follow our flushing procedure in order to shorten the
process time and obtain good cleanliness.
It is recommended to inspect the lube oil in accordance with ISO 4406.

2.1 Cleaning before filling-up

In order to reduce the risk of bearing damage, the careful manual cleaning of
the crankcase, oil pan, pipes and bottom tank, is naturally very important.
However, it is equally important that the system pipes and components,
between the filter(s) and the bearings, are also carefully cleaned for removal
of “welding spray” and oxide scales.

If the pipes have been sand blasted and thereafter thoroughly cleaned or
“acid-washed”, then this ought to be followed by “washing-out” with an
alkaline liquid, and immediately afterwards the surfaces should be protected
against corrosion.

In addition, particles may also appear in the circulating oil coolers, and
therefore it is recommended that these are also thoroughly cleaned.

2.2 Flushing Procedure, Main Lube Oil System

Experience has shown that both during and after such general cleaning,
airborne abrasive particles can still enter the circulating oil system.
 708-32

For this reason, it is necessary to flush the whole system by continuously

circulating the oil - while bypassing the engine bearings, etc.

This is done to remove any remaining abrasive particles, and, before the oil is
again led through the bearings, it is important to definitely ascertain that the
system and the oil have been cleaned adequately.

During flushing (as well as during the preceding manual cleaning), the
bearings must be effectively protected against the entry of dirt.
It is possible for dirt to enter the crosshead bearings due to the design of the
open bearing cap.
It is therefore essential to cover the bearing cap with rubber shielding
throughout the flushing sequence.

The lube oil centrifuges are in operation during the flushing procedure.
A fine filter with fineness 5 µm or less should be applied to the lube oil return
line from the centrifuges to the bottom tank.
Another fine filter with fineness 5 µm or less should be applied to the
back-flush oil line form the lube oil 2nd filter.
(Cleaning is carried out by using the lube oil centrifuges and the filters and by
pumping the oil through the fine filter.)

The centrifuge preheaters ought to be used to keep the oil heated to the
proper level.
During the flushing, the oil should be heated 40–80 °C.

A portable vibrator or hammer should be used on the outside of the lube oil
pipes during flushing in order to loosen any impurities in the piping system.

Take care not to brake the pipings and welds.

A flushing log, see Plate 70823, is to be using during flushing and for later
reference.

1) Before introducing the oil to engine, the lube oil system on hull side (e.g. the
bottom tank, piping, coolers) should be flushed.

A bypass pipe should be provided at the lube oil engine inlet so that the lube
oil bypass the engine and return to bottom tank.
Start the main lube oil pumps.

Continue the flushing until the cleanliness is achieved ISO 4406 XX/19/15.

2) If a separate tank that can be transferred the oil in the bottom tank, is
available; the oil in the bottom tank is pumped to the separate tank via a fine
filter with fineness 5 µm or less, and then the bottom tank is again cleaned
manually.
The oil should be returned to the bottom tank via the fine filter with fineness 5
µm or less.

Continue the flushing until the cleanliness is achieved ISO 4406 XX/16/13.
 708-33

3) Introduce the oil to the engine and flush the main lube oil system.

The following items are bypassed by blanking off with special blanks (see
also Plate 70821):
• Main bearings
• Crossheads
• Thrust bearing
• HPS chain/gear drive
• Turbocharger(s)
• Axial vibration damper
• “GEISLINGER” type torsional vibration damper (if installed)
• Moment compensators (if installed)
• PTO/PTI system (if installed)

Continue the flushing until the cleanliness is achieved ISO 4406 XX/16/13.

3. Circulating Oil Treatment

3.1 General

Circulating oil cleaning, during engine operation, is carried out by means of

an in-line oil filter and the centrifuges, as illustrated on Plate 70818A–B.

The engine as such consumes followings of circulating lube oil, which must
be compensated for by adding new lube oil:

(Guidance value)
Engine type
kg/day/cyl.
G95ME-C9 13 – 16.5
G90ME-C10, S90ME-C10, S90ME-C9 10.5 – 13.5
G80ME-C9, S80ME-C9 9.5 – 12.5
G70ME-C9, S70ME-C8 7 – 9
S65ME-C8 6 – 8
G60ME-C9, S60ME-C8 5 – 6.5
G50ME-C9, S50ME-C9, S50ME-C8 4 – 5
G45ME-C9 3.5 – 4.5
G40ME-C9 3 – 4

It is this continuous and necessary refreshing of the oil that will control the BN
and viscosity on an acceptable equilibrium level as a result of the fact that the
oil consumed is with elevated figures and the new oil supplied has standard
data.

In order to obtain effective separation in the centrifuges, it is important that

the flow rate and the temperature are adjusted to their optimum, as described
in the following.
 708-34

3.2 The Centrifuging Process

Efficient oil cleaning relies on the principle that, provided the through-put is
adequate and the treatment is effective, an equilibrium condition can be
reached, where the engine contamination rate is balanced by the centrifuge
separation rate i.e.:
(Contaminant quantity added to the oil per hour)
= (contaminant quantity removed by the centrifuge per hour)

It is the purpose of the centrifuging process to ensure that this equilibrium

condition is reached, with the oil insolubles content being as low as possible.

Since the cleaning efficiency of the centrifuge is largely dependent upon the
flow-rate, it is very important that this is optimised.
The above considerations are further explained in the following.

3.3 The System Oil Volume in relation to the Centrifuging Process

As mentioned above, a centrifuge working on a charge of oil will, in principle,

after a certain time, remove an amount of contamination material per hour
which is equal to the amount of contamination material produced by the
engine in the same span of time.

This means that the system (engine, oil and centrifuges) is in equilibrium at a
certain level of oil contamination (Peq) which is usually measured as pentane
insoluble %.

In a small oil system (small volume), the equilibrium level will be reached
sooner than in a large system (Fig. 1), but the final contamination level will be
the same for both systems, because in this respect the system oil acts only
as a carrier of contamination material.








 

 



A centrifuge can be operated at greatly varying flow rates (Q).

Practical experience has revealed that the content of pentane insolubles,

before and after the centrifuge, is related to the flow rate as shown in Fig. 2.
 708-35

  
  

 




Fig. 2 illustrates that the amount of pentane insolubles removed will decrease
with rising Q.
It can be seen that:
• At low Q, only a small portion of the oil is passing the centrifuge / hour, but
is being cleaned effectively.
• At high Q, a large quantity of oil is passing the centrifuge / hour,
but the cleaning is less effective.

Thus, by correctly adjusting the flow rate, an optimal equilibrium cleaning

level can be obtained (Fig. 3).

 
  

 




  

This minimum contamination level is obtained by employing a suitable flow

rate that is only a fraction of the stated maximum capacity of the centrifuge
(see the centrifuge manual).

3.4 Guidance Flow Rates

The ability of the system oil to “carry” contamination products is expressed by

its detergency / dispersancy level.

This means that a given content of contamination - for instance 1% pentane

insolubles - will, in detergent oil, be present as smaller, but more numerous
particles than in straight oil.
 708-36

Furthermore, the particles in the detergent oil will be surrounded by additives,

which results in a specific gravity very close to that of the oil itself, thereby
hampering particle settling in the centrifuge.

This influences the position of the minimum in Fig. 3, as illustrated in Fig. 4.

As can be seen, the equilibrium level in detergent oil will be higher than in
straight oil, and the optimum flow rate will be lower.

However, since the most important factor is the particle size (risk of
scratching and wear of the bearing journals), the above mentioned difference
in equilibrium levels is of relatively minor importance, and the following
guidance figures generally can be used:
• The optimum centrifuge flow rate for a detergent oil is about 20–25% of
the maximum centrifuge capacity.
• Whereas, for a straight oil, it is about 50–60%.
• This means that for most system oils of today, which incorporate a certain
detergency, the optimum will be at about 30–40% of the maximum
centrifuge capacity.

The preheating temperature should be about 90 °C.

4. Oil Deterioration

4.1 General

Oil seldom loses its ability to lubricate, i.e. to form an oil film which reduces
friction, but it can become corrosive.

If this happens, the bearing journals can be attacked, such that their surfaces
become too rough, and thereby cause wiping of the bearing metal.
In such cases, not only must the bearing metal be renewed, but also the
journals (silvery white from adhering white metal) will have to be re-polished.

Lubricating oil corrosiveness is either due to:

• Advanced oxidation of the oil itself (AN; Acid Number)
• The presence of inorganic acids (SAN; Strong Acid Number)

In both cases the presence of water will multiply the effect, especially an
influx of salt water.
 708-37

4.2 Oxidation of Oils

At normal service temperature the rate of oxidation is insignificant, but the

following three factors will accelerate the process:

a) High Temperature
The temperature level will generally increase if the coolers are not
effective.

Local high-temperature areas will arise in pistons, if circulation is not

continued for about 15 minutes after stopping the engine.
The same will occur in electrical preheaters, if circulation is not continued
for 5 minutes after the heating has been stopped, or if the heater is only
partly filled with oil (insufficient venting).

b) Air Admixture
Good venting of the bottom tank should be arranged.

The total oil quantity should be such that it is not circulated more than
about 13–14 times per hour.
This ensures that sufficient time exists for deaeration during the period of
“rest” in the bottom tank.

It is important that the whole oil content takes part in the circulation, i.e.
stagnant oil should be avoided.

c) Catalytic Action
Oxidation will be considerably accelerated if oxidation catalysts are
present in the oil.

In this respect, wear particles of copper are especially bad, but also
ferrous wear particles and rust are active.
In addition, lacquer and varnish-like oxidation products of the oil itself
have an accelerating effect.
Therefore, continuous cleaning is important to keep the “sludge” content
low.

As water will evaporate from the warm oil in the bottom tank, and
condense on the tank ceiling, rust is apt to develop here and fall into the
oil, thereby tending to accelerate oxidation.
This is the reason for advocating the measures mention in Chapter 702,
check 3.5, concerning cleaning and rust prevention.

4.3 Signs of Deterioration

If oxidation becomes grave, prompt action is necessary.

Because, the final stages of deterioration can develop and accelerate very
quickly, i.e. within one or two weeks.
 708-38

Even if this seldom happens, it is prudent to be acquainted with the following

signs of deterioration, which may occur singly or in combinations:
• The sludge precipitation in the centrifuge multiplies
• The smell of the oil becomes bad (acrid or pungent).
• Machined surfaces in crankcase become coffee-brown (thin layer of
lacquer).
• Paint in crankcase peels off, or blisters.
• Excessive carbon deposits (coke) are formed in piston cooling chambers.

In serious cases of oil deterioration, the system should be cleaned and

flushed thoroughly, before fresh oil is filled into it.

4.4 Water in the Oil

Water contamination of the circulating oil should always be avoided.

The presence of water, especially salt water, will:

• Accelerate oil oxidation (tend to form organic and inorganic acids).
• Cause rapid corrosion of Pb-based overlayer in crosshead bearings, see
“Bearings”, Item 3.
• Tend to corrode machined surfaces and thereby increase the roughness
of bearing journals and piston rods, etc.
• Tend to form tin-oxide on white metal, see “Bearings”, Item 8.

In addition freshwater contamination can enhance the conditions for

bacteriological attack.

For alkaline oils, a minor increase in the freshwater content is not

immediately detrimental, as long as the engine is running, although it should,
as quickly as possible, be reduced again to below 0.2% water content.

If the engine is stopped with excess water in the oil, then once every hour, it
should be turned a little more than 1/2 revolution (to stop in different
positions), while the oil circulation and centrifuging (at preheating
temperature) continue to remove the water.
This is particularly important in the case of salt water ingress.

Water in the oil may be noted by “dew” formation on the sight glasses, or by a
milky appearance of the oil.
Its presence can also be ascertained by heating a piece of glass, or a
soldering iron, to 200–300 °C and immersing it in an oil sample.
If there is hissing sound, water is present.

If a large quantity of (salt) water has entered the oil system, it may be
profitable to suck up sedimented water from the bottom of the tank.

In extreme cases it may be necessary to remove the oil / water mixture, and
clean and/or flush the system, before filling up again with the cleaned oil, or
the new oil.
 708-39

4.5 Check on Oil Condition

As described in the Item 4.3 and 4.4, the on board surveillance of oil
condition involves keeping a check on:
• Alterations in separated sludge amount
• Appearance and smell of the oil
• “Dew” on sight glasses
• Lacquer formation on machined surfaces
• Paint peeling and/or blistering
• “Hissing” test
• Carbon deposits in piston crown

In addition to the above, oil samples should be sent ashore for analysis at
least every three months.
The samples should be taken while the engine is running, and from a test
cock on a main pipe through which the oil is circulating.

Kits for rapid on-board analyses are available from the oil suppliers.
However, such kits can only be considered as supplementary and should not
replace laboratory analyses.

5. Circulating Oil: Analyses and Characteristic Properties

Used-oil analysis is most often carried out at oil company laboratories.

It is normal service for these to remark upon the oil condition, based upon the
analysis results.

The assessment of oil condition can seldom be based on the value of a single
parameter, i.e. it is usually important, and necessary, to base the evaluation
on the overall analysis specification.
For qualified advice it is recommended consultation with the Oil Company
and the engine builder.

The report usually covers the following characteristics.

The following limiting values are given for reference / guidance purpose only.
 708-40

Guiding Limits
Property Remarks
for used oil

Oil Type Alkaline detergent (for 2-stroke engines)

Usually 0.90–0.98. ± 5%
Specific Gravity
Mainly used for identification of the oil. (of initial value)
The viscosity increases with oil oxidation, and also by contami- max. + 40%
Viscosity nation with cylinder oil, heavy fuel oil, or water. min. 15%
A decrease in the viscosity may be due to dilution with diesel oil. (of initial value)
Flush Point Lowest temperature at which the oil gives off a combustible
min. 180 °C
(open cup) vapour. Gives an indication of possible fuel oil contamination.
This expresses the total content of inorganic (or strong) and
AN organic (or weak) acids in the oil. Organic (or weak) acids are due
max. 2
(Acid Number) to oxidation.
AN = SAN + Weak acid number
This expresses the amount of inorganic (or strong) acids in the oil.
There are usually sulphuric acid from the combustion chamber, or
SAN
hydrochloric acid arising from salt water (ought to be stated in the
(Strong Acid 0
analysis).
Number)
SAN makes the oil corrosive (especially if water is present) and
should be zero.
Gives the alkalinity level in oils containing acid neutralising
additives. Increase in BN can influence the ability of the oil to reject Special attention
Alkalinity / BN
water. It will then be difficult for the centrifuge to remove water. > BN25;
(Base Number)
Deposits built up by water and calcium (Ca) can build up lacquer max. BN30
on the bearings. Another effect is increased sludge formation.
Fresh: 0.2%
Salt water has a higher corrosive effect than freshwater. (0.5% for short
Water
See Item 4.4. periods)
Saline: trace
Conradsen Residue from incomplete combustion, or cracked lubricating and
max. + 3%
Carbon cylinder oil.
Some additives leave ash, which may thereby be used to indicate
the amount of additives in the oil. The ash can also consist of wear
Ash max. + 2%
particles, sand and rust. The ash content of used oil can only be
evaluated by comparison with the ash content of the unused oil.
Usually stated as pentane (or heptane) and benzene insolubles.
The amount of insoluble ingredients in the oil is checked as
follows: Pentane insolubles,
Equal parts of the oil sample are diluted with normal pentane non-coagulated;
C5H12 (or normal heptane C7H16) and benzene C6H6. As oxidised max. 2%
oil (lacquer and varnish-like components) is only soluble in
Insolubles
benzene, and not in normal pentane (or normal heptane), the
difference in the amount of insolubles is indicative of the degree of Benzene insolubles,
oil oxidation. The benzene insolubles are the solid contaminants. non-coagulated;
max. 1%
As a substitute for the benzene, the toluene CH3C6H5
should be used because the benzene has carcinogenicity.
 708-41

6. Cleaning of Drain Oil from Piston Rod Stuffing Boxes (Plate 70824)

The oil which is drained off from the piston rod stuffing boxes is mainly
circulating oil with an admixture of partly-used cylinder oil and, as such, it
contains sludge from the scavenge air space.

The amount of oil expected to be drained from the piston rod stuffing boxes
during normal service is:
• about 5–10 liter/day/cyl. for cyl. bore 70 cm and smaller engines
• about 10–15 liter/day/cyl. for cyl. bore 80 cm and larger engines
In the running-in period, it can be higher.

Therefore, it is recommended that this relatively small amount of drain oil is

burnt in the incinerator.

If the drain oil is to be re-used as lube oil, it will be necessary to install the
optional cleaning installations as shown in Plate 70824:

The drain oil is collected in tank No. 1.

When the tank No. 1 is nearly full, the oil is transferred, via the purifier, to
tank No. 2, and thereafter, via the purifier, recirculated a number of times.

When centrifuging the stuffing box drain oil, the flow rate should be
decreased to about 50% of what is normally used for the circulating oil,
and the preheating temperature raised to about 90 °C.
This is because, in general, the drain oil is a little more viscous than the
circulating oil, and also because part of the contamination products
consist of oxidised cylinder oil, with a specific gravity which does not differ
much from that of the circulating oil itself.

Water-washing should only be carried out if recommended by the oil

supplier.

Finally, the centrifuged oil in tank No. 2, should be filtered a number of

times through the fine filter, at a temperature of 60–80 °C.
This will remove any very fine soot and oxidation products not taken out
by the purifier, and thus make the oil suitable for returning to the
circulating system.

Provided that the circulating oil is an alkaline detergent type, it is not

necessary to analyse each charge of cleaned drain oil before it is returned
to the system.
Regular sampling and analysis of the circulating oil and drain oil will be
sufficient.
If, however, the circulating oil is not alkaline, all the cleaned drain oil
should be checked for acidity, for instance by means of an analysis kit,
before it is returned to the system.

The AN (Acid Number) should not exceed 2. See also Item 5.

If the AN exceeds 2, the particular charge of drain oil should be disposed
of.
 708-42

Turbocharger Lubrication

See Plate 70828A–B

1. TCA Type Turbocharger

The TCA type of turbocharger is lubricated via the main lube oil system.

The oil is discharged to the main lube oil bottom tank.

The discharge line is connected to the venting pipe, which leads to the deck.

In case of failing lube oil supply from the main lube oil system, e.g. due to a
power black-out or defects in the system, lubrication of the turbocharger
bearing is ensured by a separate tank mounted on top of the turbocharger

2. A100/A200 Type Turbocharger

The A100/A200 type of turbocharger is lubricated via the main lube oil
system.
Refer to the instruction boos “COMPONENT DESCRIPTION
(ACCESSORIES)”.

3. TPL Type Turbocharger

The TPL type of turbocharger is lubricated via the main lube oil system.
Refer to the instruction boos “COMPONENT DESCRIPTION
(ACCESSORIES)”.

4. MET Type Turbocharger

The MET type of turbocharger is lubricated via the main lube oil system.
Refer to the instruction boos “COMPONENT DESCRIPTION
(ACCESSORIES)”.
 Plate 70801 Main Bearing, Thick Shell Design

 
 




  

 

Engine Types with thick shell main bearing assemblies:

–
 Plate 70802 Main Bearing, Thin Shell Design

 
   




Fig. 1 Thin shell bearing







Fig. 2 Example of the blended edge

Engine Types with thin shell main bearing assemblies:

All ME-C engines

 Plate 70803 Crosshead Bearing



  

Extent of oil wedge in crosshead bearing lower shell:

For actual value of extent L [mm] *, see the instruction book “MAINTENANCE”, Chapter 904, procedure
904-1.1 and Data.

* On each side of the axial oil groove.

Plate 70804 Crankpin Bearing


 


 


Plate 70805 Main Bearing Assemblies

   

   

Plate 70806 Guide Shoes and Strips
Plate 70807 Thrust Bearing Assembly
 Plate 70809 Inspection of Bearings

References to Separate Instruction Book “MAINTENANCE”

Bearing Type Inspection without Opening-up Open-up Inspection and Overhaul
Main bearing 905 905
Crankpin bearing 904 904
Crosshead bearing 904 904
Guide shoes 904 –
Crosshead guides 904 –
Thrust bearing – 905

Recording of observations

Use the Inspection Sheet, Plate 70815. For help, refer to example, Plate 70814.

a) Inspection without Opening-up

State the following information:

Date / Signature / Engine running hours / Type of inspection / Bearing type (Plate 70809, Table 1) /
Bearing number / Observation (Plate 70813, Table 3) / Remarks / Clearances.

b) Open-up Inspection and Overhaul

State the following information:

Date / Signature / Engine running hours / Type of inspection / Bearing type (Plate 70809, Table 1) /
Bearing number / Manufacture’s logo / Damage to (Plate 70809, Table 2) / Observation (Plate 70813,
Table 4) / Site and extent of damage (Plate 70810-70812) * / Remarks / Clearances /
Hydraulic opening pressure / Roughness.

* The site and extent of the damage is determined by:

1) The approximate centre of the damaged area (see example I, II and III).
The axial location (l) of the centre should be stated in (mm) from the aft end of the bearing or the journal.

2) The extent of the damage defined by a circle with radius (r); or a rectangle (a, b) or
(a, b, +/- c), (see example I, II and III)

Note: For isolated cracks, illustration III is used, with the measurement b omitted.

Table 1: Table 2:

Bearing Type Damage

Main Bearing MB Overlayer OL
Crankpin Bearing CRB White Metal WM
Crosshead Bearing CHB Journal J
Guide Shoes GS Pin P
Crosshead Guides CG Transition:
Thrust Bearing TB Oil Wedge OW
Bore Relief BR
Tang. Run-out TR
Back of Shell BS
 Plate 70810 Location and Size of Damage in Bearing Shells

  

 

 
 

 

 


 
 Plate 70811 Acceptance Criteria for Tin-Aluminium Bearing
with Overlayer (except for synthetic resin overlayer)

Crosshead bearing Lower Shells



 




Engine Type Maximum allowed exposure [mm2]

S70ME-C 17900
S65ME-C 16100
S60ME-C 13100
S50ME-C 9600

The acceptance criteria of overlayer wear described in this page is

NOT relevant in case that the tin-aluminium crosshead bearing with
synthetic resin is equipped. See Chapter 708, “Bearings”, Item 3.
 Plate 70812 Location of Damage on Bearing Journal

Crosshead pin
View from aft
0 F M A

9 3

Main and crank bearing journals

0 F M A

9 3
l
2

0
F M A

1
9 3

6
l
1 = Main bearing journal
2 = Crank pin bearing journal
 Plate 70813 Observations

Table 3 Inspection without Opening-up (7.1)

Checks Symbol Observations
Oil Flow OF • OK, similarity
U Uneven
Oil Jets OJ • OK, similarity
(Crosshead, Guide Strips) R Reduced
M Missing
TW Twisted
White Metal WM • OK
SQ Squeezed out
CR Cracks
L Loose
M Missing
Crosshead Guides CG • OK
SC Scratches
CO Corrosion
SW Silvery White
Oil Pan OP • OK, clean
WM White metal fragments
Oil Condition OC • OK
DK Dark
WT Water traces

Table 4 Open-up Inspection and overhaul (7.2)

Checks Symbol Observations Ref.
White Metal WM • OK
W Wiping 7.3 c)
HC Hard Contact 7.4 a)
OS Oil Starvation 7.7
CR Cracks 7.5
CRC Cracks Cluster 7.5
L Loose 7.1
M Missing 7.1
SE Spark Erosion 7.4 b), 6.2
CO Corrosion
Overlayer OL • OK
(Crosshead only) TE Tearing 7.3 a)
W Wiping 7.3 b)
Transitions : • OK
Oil Wedge OW RR Ragged Ridges 7.7
Bore Relief BR W Wiping 7.7
Tang. Run-out TR D Disappeared 7.10 b)
Journal/Pin J/P • OK
SE Spark Erosion 6.2
CO Corrosion 7.4 b), 6.1
SW Silvery White 6.1
SC Scratches 7.4, 7.11
Back of Shell BS • OK
FR Fretting 7.4
TH Trapped Hard Particles 7.4
 Date

Checked by

ning hours
Engine run-

inspection 2)
Type of

pressure
Hydr. open.

Roughness 3)
Journal/pin

No.:
Yard:
M/V
Clearance (mm)

Description of condition Top

Fore Aft

8/3.93 N.N. 10000 7.2 MB/4/MBD/WM/CR;L;M;HC/7h15’; I;r// 0.5 0.5 880 N6(M)

Plate 70814
Built year:
Builder:
Engine Type:
8/3.93 N.N. 15000 7.2 CHB/5/MBD/WM;OW/W;RR/5h45’; II;(a,b)// 0.4 0.4 900 N3(E)

8/3.93 N.N 8000 7.2 CRB/3/MBD/WM//M;W/1h15’; III;(a,b, ±c)// 0.4 0.4 870 N6(E)

Inspection of Records, Example

8/3.93 N.N. 8000 7.1 CHB/6/OF;u;OJ;R;TW/WM;SQ// 0.45 0.45

No.:
Engine
CW / CCW 1)
Total:
Running hours
4)
Data:

Checked by:
4)

4)
1) Engine direction of rotation, seen from aft, must be underlined; CW: Clockwise, CCW: Counter clockwise
2) Inspection without opening-up: 7.1; Open-up inspection: 7.2.
3) It should be stated whether the roughness is measured: M, or evaluated: E.
4) Only to be filled in, if all observations are carried out at the same running hours.
 Date

Checked by

ning hours
Engine run-

inspection 2)
Type of

pressure
Hydr. open.

Roughness 3)
Journal/pin

No.:
Yard:
M/V
Clearance (mm)

Description of condition Top

Fore Aft

Plate 70815
Built year:
Builder:
Engine Type:

Inspection of Records, Blank

No.:
Engine
CW / CCW 1)
Total:
Running hours
4)
Data:

Checked by:
4)

4)
1) Engine direction of rotation, seen from aft, must be underlined; CW: Clockwise, CCW: Counter clockwise
2) Inspection without opening-up: 7.1; Open-up inspection: 7.2.
3) It should be stated whether the roughness is measured: M, or evaluated: E.
4) Only to be filled in, if all observations are carried out at the same running hours.
 Plate 70816 Crankshaft Deflections

M/V Engine Type: Total running Checked by:

Builder: Engine No.: hours
Yard No.: Built year: Date:

For comparison of Ships draught, aft measured (m) Fully loaded (m) Ballasted (m)
measurements Jacket cooling water temp. (°C) Main lube oil temp. (°C)



–  
 

 

For deflection readings, a dial micrometer is to be placed 

in the punch marks.  

(Unit for measuring and calculating: 1/100 mm)

Fig. 3 Cyl. No. & deflections
Crankpin position
1 2 3 4 5 6 7 8
Near bottom, manoeuvre side B1
Manoeuvre side *) M
Top T
Exhaust side *) E
Near bottom, exhaust side B2
*) Positions M and E are included for reference purposes.

Fig. 4 Bottom (B1 + B2) / 2 =B

Fig. 5 Vertical Deflections

Top – Bottom or (T – B) =V
For permissible deflections, see Plate 70817.
See also “Alignment of Main Bearings”, Item 2.2, earlier in this Chapter.

Fig. 6 Horizontal Deflections

Exhaust – Manoeuvre side (E – M) = H
 Plate 70817 Crankshaft Deflection, Limits

Normally obtained for a new Realignment Absolute maximum

or recently overhauled engine recommended permissible
mm mm mm
1 2 1 2 1 2
G95ME-C9 0.45 1.18 1.21 1.48 1.81 1.81
G90ME-C10 0.41 1.08 1.11 1.37 1.66 1.66
S90ME-C10 0.42 1.08 1.11 1.36 1.66 1.66
S90ME-C9 0.42 0.83 1.11 1.25 1.66 1.66
G80ME-C9 0.49 0.99 1.31 1.48 1.97 1.97
S80ME-C9 0.45 0.89 1.20 1.35 1.80 1.80
G70ME-C9 0.40 0.79 1.05 1.19 1.58 1.58
S70ME-C8 0.33 0.66 0.88 0.99 1.32 1.32
S65ME-C8 0.33 0.65 0.87 0.98 1.31 1.31
G60ME-C9 0.36 0.72 0.95 1.07 1.43 1.43
S60ME-C8 0.28 0.56 0.75 0.84 1.13 1.13
G50ME-C9 0.33 0.86 0.88 1.08 1.32 1.32
S50ME-C9 0.29 0.75 0.77 0.94 1.15 1.15
S50ME-C8 0.23 0.47 0.62 0.70 0.94 0.94
G45ME-C9 0.30 0.77 0.79 0.98 1.19 1.19
G40ME-C9 0.26 0.67 0.69 0.84 1.03 1.03
1. Permissible except for foremost crank throw.
2. Permissible for the foremost crank throw.

When judging the alignment on the above “limiting-value” basis, make sure that the crankshaft is
actually supported in the adjacent bearings. (See “Alignment of Main Bearings”, Item 2.3.)
Plate 70818A Circulating Oil System

For the engines with BOLL Filter

Plate 70818B Circulating Oil System

For the engines with KANAGAWA Filter

 Plate 70820 Circulating Oil System on Engine



  

 
   

    

   
 


   

 


  

  
 

 

G95ME-C9
G90ME-C10
S90ME-C10, S90ME-C9



  

 
   

    

   
 


   

 

 

 

  


   
 

 

  
Except for above engines
 Plate 70821 Flushing of Main Lube Oil System

   

 


 
  
 




Blanking of pipes:
1. Main bearing by-pass blanks
2 Crosshead bearings by-pass blanks
3. Blank-off bearings and spray nozzles at HPS main chain
4. Blank-off thrust bearing
5. Blank-off or by-pass axial vibration damper
6. Blank-off torsional vibration damper
7. Blank-off forward moment compensator chain drive
8. Blank-off or by-pass turbocharger
10.Blank-off PTO-PTI power gear
 Plate 70823 Flushing Log

M/V Engine Type: System Checked by:

Yard: Builder: Engine M.E. Lub. Oil
No.: Built year: No.: Data:

Info Pumps Filter Absolute/fineness Centrifuge Magnet Filter

Maker : Maker : Maker :
Main : µm Type : Type :
Maker : Type : Capacity : Other Filters
Type : By-pass : µm Maker :
Capacity : Type Type :
Filter Unit (if used) µm L.O. System
Type :
Temp. Press. Filter
Check
Maker : Pump 1-2 Purifier
[°C] [MPa] Unit
No.
Inspection of Checked by Date at Time Running Running Start/ Start/ &
pump start hours hours stop stop ISO
Pipes : & & per total running running Code
Tanks : M.E. stop day hours hours
Date: Remarks

Sign. Inspector Yard/Eng. builder Total flushing Final cleanliness:

hrs.
Recording of pump running hours within 1/2 h.
Cleaning and replacement filters to be recorded under remarks.
Plate 70824 Cleaning System, Stuffing Box Drain Oil


  






  
 



   

  


   



   

 

   

 Plate 70825A Hydraulic Control Oil System
(Hydraulic Cylinder Unit – HCU)

 

  


 

  


 
 

 
  

   

Plate 70825B Hydraulic Control Oil System
(Hydraulic Cylinder Unit – HCU)
  


    

  

 




 
    
 
  
  
   
 

  

 
 

 
    

          




   

G95ME-C9
G90ME-C10

  



    

  

 




  
  
 
  
  
   
 

  

 
 

 
    

          




   

S90ME-C9
Plate 70825C Hydraulic Control Oil System
(Hydraulic Cylinder Unit – HCU)
  


    

  

 




 
    
 
  
  
   
 

  

 
 

 
    

          




   

G50ME-C9
G45ME-C9
G40ME-C9

  



    

  

 




  
  
 
  
  
   
 

  

 
 

 
    

          




   

Except for above engines

 Plate 70825D Hydraulic Control Oil System
(Hydraulic Power Supply – HPS)

       

  

  

  



    
    
   
   

    


  

   
  

   
   
 
 

     

  
    


  

  

  



    

 
 
 
 



 
 

           
   

For the engines with BOLL Filter

 Plate 70825E Hydraulic Control Oil System
(Hydraulic Power Supply – HPS)

       

  

  

  



    
    
   
   

    


  

   
  

   
   
 
 

     

  
    


  

  

  



   

  

   

  
 
 



 
 

           
   

For the engines with KANAGAWA Filter

 Plate 70828A Turbocharger Lubricating Oil System

TCA type turbocharger

A100/A200 type turbocharger

 Plate 70828B Turbocharger Lubricating Oil System

TPL type turbocharger

MET type turbocharger

 Plate 70829 Check Measurements

See also “Bearings”, Item 13, earlier in this chapter.

Fig. 1 Measuring of crown thickness.

 

 

 

  

     

    

    

   

    

     

  

    

   

 
 709-01

Chapter 709
Water Cooling Systems

Contents Page

Water Cooling Systems

1. General 709-03
2. Seawater Cooling System 709-03
3. Jacket Water Cooling System 709-03
4. Central Cooling System 709-04
5. Preheating during Standstill 709-04
6. Jacket Water Cooling Failure 709-04
7. Load Dependent Cylinder Liner (LDCL) 709-05
7.1 Purpose 709-05
7.2 Function 709-06
7.3 Control 709-07

Cooling Water Treatment

1. Reducing Service Difficulties 709-08
1.1 Type of Damage 709-08
1.2 Corrosion Inhibitors 709-08
1.3 Cooling Water Quality 709-09
1.4 Venting 709-09
2. Checking the System and Water 709-09
2.1 Regularly 709-09
2.2 Once a Week 709-10
2.3 Every Third Month 709-10
2.4 Once a Year 709-11
2.5 Every Four-Five Years and after Long Time Out of Operation 709-11
2.6 Water Losses and Overhauling 709-11
3. Cleaning and Inhibiting 709-11
3.1 General 709-11
3.2 Cleaning Agents 709-11
3.3 Inhibitors 709-12
 709-02

Contents Page

4. Cleaning and Inhibiting Procedure 709-12

4.1 General 709-12
4.2 Degreasing 709-12
4.3 Descaling 709-13
4.4 Filling up with Water 709-15
4.5 Adding the Inhibitor 709-15
5. Central Cooling System, Cleaning and Inhibiting 709-15
6. Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment 709-16

Plates
Seawater Cooling System 70901
Jacket Cooling Water System 70902A–B
Central Cooling System 70903
Preheating of Jacket Cooling Water 70904
 709-03

Water Cooling Systems

1. General

Pipe systems vary considerably from plant to plant.

The following schematic pipe diagrams are included here, for guidance, to
illustrate the essential principles of the circuits and their correlation.
For a specific plant, the correct details must be found in the piping diagrams
supplied by the shipbuilder.

2. Seawater Cooling System (Plate 70901)

Seawater is drawn up through the sea connection by the seawater pump .

From the seawater pump, the seawater is divided:
in parallel through the scavenging air cooler(s), and through the lube oil
cooler and jacket water cooler, the two last mentioned connected in series.
The seawater is later mixed again, and then continues to the thermostatically
controlled 3-way regulating valve .

Regulating valve is controlled by the sensor which is located in the

seawater inlet pipe.
The thermostat is adjusted so that the water temperature at the seawater
pump outlet is kept 10 °C and above, in order to prevent the kinematic
viscosity of the lube oil from becoming too low.
With regard to adjustment of scavenge air temperature, refer Chapter 706,
“Evaluation of Records”, Item 4.2.
If the seawater inlet temperature drops below the set level, then regulating
valve opens for the return flow to the seawater pump suction piping.

3. Jacket Water Cooling System (Plate 70902A)

For the engines with LDCL (Load Dependent Cylinder Liner), see Item 7.

The jacket water is circulated through the cooler and the main engine
cylinders by jacket water pump.
The thermostatically controlled regulating valve , at the outlet from the
cooler, mixes cooled and uncooled jacket water in such proportions that the
temperature of the outlet water from the main engine is maintained at about
88–92 °C.
Regulating valve is controlled by the sensor , which is located in the
cooling water outlet of the main engine.

In order to avoid increased cylinder wear, it is important to maintain the

cooling water outlet temperature at 88–92 °C.
A lower temperature may cause condensation of sulphuric acid on the
cylinder walls.
 709-04

The expansion tank takes up the difference in the water volume at changes
of temperature.
To prevent air accumulation in the cooling water system, a deaerating tank
has been inserted in the outlet piping.
Also an alarm device is installed to give off alarm, in case of excessive
air/steam formation in the system.

4. Central Cooling System (Plate 70903)

In the central cooling water system, the central cooling water pump
circulates the low-temperature freshwater (central cooling water) in a cooling
circuit: in parallel through the scavenging air cooler(s), and through the lube
oil cooler and jacket water cooler, the two last mentioned connected in series.

The temperature in the low-temperature part of the system is monitored by

the thermostatically controlled regarding valve .
Adjust the regulating valve so that the central cooling water temperature at
inlet to the air cooler(s) is above the set level.

5. Preheating during Standstill

Preheat the engine in accordance with Chapter 703, “Starting-up,

Manoeuvring and Arrival in Port”, Item 7.

Preheat by means of:

• A built-in preheater, see also Plate 70904
• Cooling water from the auxiliary engines

6. Jacket Water Cooling Failure

It is assumed that the temperature rise is not caused by defective measuring

equipment or thermostatic valve.
These components should be checked regularly to ensure correct
functioning.

If the cooling water temperature, for a single cylinder or for the entire engine,
rises to 93–100 °C, follow this procedure:

Open the test cocks on the cylinder outlets.

WARNING

When opening the test cock, keep clear of the line of ejection, as hot steam
may be blown out.
 709-05

Is water coming out from the test cock?

YES: 1) Close the test cocks.
2) Re-establish the cooling water supply at once, or stop the engine
for trouble-shooting.

NO: The cooling space is not completely filled with water.

This result in local overheating, and hence the formation of steam.

1) Close the test cocks.

2) Stop the engine.
3) Close the outlet valve on the overheated cylinder.
4) Open the indicator cocks.
5) Keep the auxiliary blowers and lube oil pumps running.
6) Turn the piston of the cylinder concerned to BDC to slowly cool
down the overheated area via the air flow through the cylinder and
indicator valve.

7) Leave the engine to cool.

This prevents extra shock heat stresses in cylinder liner, cover
and exhaust valve housing, if the water should return too
suddenly.

8) After 15 minutes, open the outlet valves a little so that the water
can rise slowly in the cooling jackets.
Check the level at the test cocks.
9) Find and remedy the cause of the cooling failure.
10) Check for proper inclination of the freshwater outlet pipe, and for
proper deaeration from the forward end of the engine.
11) Make a scavenge port inspection to ensure that no internal
leakage has occurred. See Chapter 707, “CYLINDER
CONDITION”.
12) Carry out the turning of the engine with open indicator valve
before staring the engine.

7. Load Dependent Cylinder Liner (LDCL) (Plate 70902B)

In order to prevent cold corrosion in the cylinder liner, “Load Dependent

Cylinder Liner” (LDCL) has been introduced on a number of engine types.

See Chapter 703, “Engine Operation”, Item 1.3.3 and Plate 70326C.

7.1 Purpose

During low engine load the temperature in the cylinder becomes relatively low
and this causes the sulphur from the fuel oil to condensate on the cylinder
liner wall which will cause corrosion.
The purpose of the LDCL cooling water system is to increase the temperature
of the jacket cooling water in order to limit problems with cold corrosion in the
cylinder liners caused by sulphur in the fuel oil.
The increase in temperature is achieved by re-circulating part of the cooling
water.
 709-06

7.2 Function

The LDCL cooling water system differs from the conventional jacket cooling
water system by having a circulation circuit of cooling water over the cylinder
liners.
To ensure a high flow through the cylinder liners, the cooling water circulation
in the liner is driven by an engine installed circulation pump (LDCL circulation
pump).
This LDCL circulation pump is operative during the load spectrum i.e.
2%–100%.
The LDCL circulation pump is controlled by the ECS and operated on the
MOP.

If the LDCL State is in Auto mode, the LDCL circulation pump starts and stops
automatically.

The water in the circulation circuit is heated by absorbing energy from the
cylinder liner.
The temperature of the water in the circuit is controlled by a 3-way mixing
valve which controls the amount of re-circulated water (being heated) and the
amount of water which is being replaced with colder water.
In this way the controller adjusts the temperature of the water until it reaches
the set point.

In case of failure in the system, the LDCL circulation pump will stop and the
3-way mixing valve will move to fail safe position which is fully open.
If, for whatever the reason, the 3-way mixing valve does not move to fail safe
position, the valve can be manually opened by venting the control air, this is
done by closing the pneumatic valve, which triggers fully open.
In this position, the full flow of cooling water from the jacket cooling water
pump is sent through the liners and the cooling water temperature will be
controlled by the jacket cooling water system.

When the LDCL system re-circulates water, the water temperature in the
re-circulation loop can be very high, significantly higher than 100 °C.
If the 3-way mixing valve opens too quickly, boiling water can leave the
system; therefore an automatic cooling process takes place when the engine
stops running.
This process controls the 3-way valve in a way such that the water outlet
temperature from the re-circulation loop is not higher than 100 °C.

When the engine is stopped (engine speed < 2 min-1; adjustable) the cooling
process begins and a timer is set.
If re-circulation is not taking place when the engine is stopped, the cooling
process is skipped, as the temperature of the cooling water in the jacket loop
is at an acceptable level.
When the engine is stopped and the 3-way valve is 100% open, the
automatic cooling procedure is finished.
When the cylinder liner outlet temperature has reached (decreased down)
100 °C, or the time limit is reached (20 minutes; adjustable), the 3-way mixing
valve will be set to a fixed position (15% open; adjustable).
At this point a second timer is set.
 709-07

When the second time limit is reached (20 minutes; adjustable), the 3-way
mixing valve will open fully and the LDCL circulation pump will stop.
If the cooling water temperature increase through the liner has dropped to a
certain limit during above two steps, the 3-way mixing valve will immediately
open fully and the LDCL circulation pump will stop.

The control air for the 3-way mixing valve should not be vented/shut off
before the 3-way valve is 100% open.
If the control air for the 3-way valve is shut off while the valve is not fully open,
an alarm will occur.

Always ensures that the LDCL system is running correctly; the jacket cooling
water engine outlet temperature is kept to 80–87 °C.

In the event of failure to the Tout cover (jacket cooling water outlet) sensor,
the Tin (jacket cooling water inlet) Set Point will be set to the fail-safe setting,
typically 65 °C.
For other failures, the system will continue to obtain the Tout cover Set Point
(typically 85 °C) for the cooling water flowing out of the engine.

7.3 Control

A Cooling Water Control Unit (CWCU) measures inlet and outlet

temperatures, inlet and outlet pressures for the LDCL circulation pump and
receives the actual engine load from ECS.
Based on the jacket cooling water outlet temperature and the engine load
and (additionally on some engines) the engine speed and low sulphur signal,
the 3-way mixing valve is moved to a position where the temperature of the
circulating cooling water matches the inlet and outlet temperatures defined by
the systems parameters.
In addition, the CWCU will order an inlet temperature from the jacket cooling
water system, which again is defined by the systems parameters.

In case of a sensor failure or if the LDCL circulation pump starter cabinet is

put in Local Control, an alarm will be raised.

In case of LDCL system failure leading to LDCL system in-activity, the

cylinder liners will potentially be exposed to increased sulphur acid
condensation and increased corrosive wear.
It is therefore recommended to set the Feed Rate Factor = 0.40 g/kWh
immediately after the LDCL system has been shut off, in order to compensate
for the reduced liner running surface temperature when operating the engine
without the LDCL system.
See also Chapter 707, “Cylinder Lubrication”, Item 4.
 709-08

Cooling Water Treatment

1. Reducing Service Difficulties

To reduce service difficulties to a minimum, following items should be carried

out:

– Effective protection against corrosion of the cooling water system by

adding a chemical corrosion inhibitor. See Item 1.2.
– Using the correct cooling water quality. See Item 1.3.
– Effective venting of the system. See Item 1.4.
– Checking the system and water during service. See Item 2.
– Using the correct cleaning and inhibiting procedure. See Items 3 and 4.

1.1 Type of Damage

If the above-mentioned precautions are not taken, the following types of

damage may occur:

• Corrosion, which removes material from the attacked surface by a

chemical process.
• Corrosion fatigue, which may develop into cracks because of
simultaneous corrosion and dynamic stresses.
• Cavitation, which removes material because of local steam formation and
subsequent condensation in the cooling water, due to high water velocity
or vibrations.
• Scale formation, which reduces the heat transfer, mostly due to lime
deposits.

Corrosion and cavitation may reduce the lifetime and safety factors of the
parts concerned.
Deposits will impair the heat transfer and may result in thermal overload of
the components to be cooled.

1.2 Corrosion Inhibitors

Various types of inhibitors are available but, generally, only nitrite-borate

based inhibitors are recommended.
A number of products marketed by major companies are specified in Item 6.

Cooling water treatment using emulsifiable anti-corrosion oils is not

recommended, as such treatment involves the risk of uncontrolled deposits
being formed on exposed surfaces, and furthermore represents an
environmental problem.

The legislation for waste water (including cooling water, disposal and the
possibility that cooling water from the freshwater generator may leak into the
potable drinking water circuit) prohibits the use of chromate for cooling water
treatment.
 709-09

1.3 Cooling Water Quality

It is important to use the correct cooling water quality.

It is recommended to use deionised or distilled water (for example produced
in the freshwater generator) as cooling water.

This prevents, to a wide extent, the formation of lime stone on cylinder liners
and in cylinder covers, which would impair the heat transfer, and result in
unacceptably high temperatures.

Before water treatment, check that the following values are not exceeded:
• Hardness : max. 10 °dH (= 10 ppm CaO)
• pH-value : 6.5–8.0 (at 20 °C)
• Chloride ion content : max. 50 ppm (mg/liter)
• Sulphate ion content : max. 50 ppm (mg/liter)
• Silicate : max. 25 ppm (mg/liter)

Check that there is no content of:

• Sulphide
• Chlorine
• Ammonia

Softening of the water does not reduce its sulphate and chloride contents.

If deionised or distilled water cannot be obtained, normal drinking water can

be used in exceptional cases.
Rain water, etc. must not be used, as it can be heavily contaminated.

1.4 Venting

The system is fitted with a deaerating tank with alarm and with venting pipes
which lead to the expansion tank.

2. Checking the System and Water

It is recommended to keep a record of all tests, to follow the condition and

trend of the cooling water.
Check the cooling water system and the water at the intervals given below.

2.1 Regularly

Whenever practical, check the cooling water system for sludge or deposits.
Check at the cooling pipes, cooling bores at the top of the cylinder liner, cover
and exhaust valve bottom piece.

Sludge and deposits can be due to:

• Contaminated cooling water system
• Zinc galvanised coatings in the freshwater cooling system
 709-10

Experience has shown that zinc galvanised coatings in the freshwater

cooling system are often very susceptible to corrosion, which results in
heavy sludge formation, even if the cooling water is correctly inhibited.
In addition, the initial descaling with acid will, to a great extent, remove
any galvanised coating.
Therefore, generally, it is advised against the use of galvanised piping in
the freshwater cooling system.

2.2 Once a Week

Take a water sample from the circulating during running, i.e. not from the
expansion tank or the pipes leading to the tank.

Check the condition of the cooling water.

Test kits are normally available from the inhibitor supplier.

Check:

– Inhibitor concentration
The concentration of inhibitor must not fall below the value recommended
by supplier, as this will increase the risk of corrosion.
When the supplier specifies a concentration range, it is recommended to
maintain the concentration in the upper end.

– pH-value
should be 8.5–10 measured at 20 °C.
A decrease of the pH-value (or an increase of the sulphate content, if
measured) can indicate exhaust gas contamination (leakage).
The pH-value can be increased by adding inhibitor; however, if large
quantities are necessary, it is recommended to change the water.

– Chloride content
should not exceed 50 ppm (50 mg/liter).
In exceptional cases, a maximum of 100 ppm can be accepted, however,
the upper limit specified by the inhibitor supplier must be adhered to.
An increase of the chlorine content can indicate salt water ingress.
Trace and repair any leakages at the first opportunity.

If out-of-specification results are found, repeat the tests more frequently.

2.3 Every Third Month

Take a water sample from system during running, as described in Item 2.2.
Send the sample for laboratory analysis, in particular to ascertain the
contents of:
• Inhibitor
• Sulphate
• Iron
• Total salinity
 709-11

2.4 Once a Year

Empty, flush and refill the cooling water system.

Add the inhibitor.
See also Item 4.5.

2.5 Every Four-Five Years and after Long Time Out of Operation

Based on the regular checks, see Item 2.1, clean the cooling water system
for oil-sludge, rust and lime.
Refill and add the inhibitor.
See Item 3 and 4.

2.6 Water Losses and Overhauling

Replace evaporated cooling water with non-inhibited water.

Replace water from leakages with inhibited water.

After overhauling, e.g., individual cylinders, add a new portion of inhibitor

immediately after completing the job.

Check the inhibitor concentration any time a substantial amount of cooling

water is changed or added.

3. Cleaning and Inhibiting

3.1 General

Carry out cleaning before inhibiting the cooling water system for the first time.
This ensures uniform inhibitor protection of the surfaces and improves the
heat transfer.

During service, carry out cleaning and inhibiting every 4–5 years and after
long time out of operation, see also Item 2.5.

Cleaning comprises degreasing to remove oil sludge and descaling to

remove rust and lime deposits.

3.2 Cleaning Agents

Special ready-mixed cleaning agents can be obtained from companies

specialising in cooling water treatment, and from the supplier of inhibitors.
See Item 6.
These companies offer treatment, assistance and cooling water analysis.

The directions given by the supplier should always be closely followed.

The cleaning agents must not be able to damage the materials, seals, etc.
It must also be ensured that the cleaning agents are compatible with all parts
of the cooling system to avoid any damage.
 709-12

The cleaning agents should not be directly admixed, but should be dissolved
in water and then added to the cooling water system.

For degreasing, agents emulsified in water as well as slightly alkaline agents

can be used.

WARNING

Ready-mixed agents which involve the risk of fire obviously must not be
used.

For descaling, agents based on amino-sulphonic acid, citric acid and tartaric
acid are especially recommended.
Use only inhibited acidic cleaning agents.

These acids are usually obtainable as solid substances, which are easily
soluble in water, and do not emit poisonous vapours.

3.3 Inhibitors

See Item 1.2.

4. Cleaning and Inhibiting Procedure

4.1 General

The engine must be at a standstill during the cleaning procedure to avoid

overheating during draining.

Normally, cleaning can be carried out without any dismantling of the engine.
Since cleaning can cause leaks to become apparent (in poorly assembled
joints or partly defective gaskets), inspection should be carried out during the
cleaning process.

4.2 Degreasing

WARNING

Carry out with care using the protective spectacles and gloves.

1) Prepare for degreasing.

Does the cooling water contain inhibitor ?

YES: Drain the system.
Fill up with clean tap water.
Follow the procedure below.
NO: Follow the procedure below.

Heat the water to 60 °C and circulate it continuously.

Drain to lowest water level in the expansion tank sight glass.
 709-13

2) Add the degreasing agent.

Add the degreasing agent, preferably at the suction side of the running jacket
water pump.
Use the amount of agent specified by the supplier
Drain again to the lowest level in the expansion tank if the cooling water
system is filled-up, before all agents is applied.

3) Circulate the solution.

Circulate the agent for the period specified by the supplier.

Check and repair any leaks.

4) Drain and flush the system.

Drain the system completely.

This will also flush out any oil or grease settled in the expansion tank.
Fill up with clean tap water.
Circulate the water for 2 hours
Drain the system completely.
Proceed to the descaling procedure, see Item 4.3.

4.3 Descaling

WARNING

Carry out with care using protective spectacles and gloves.

On completing the degreasing procedure, see Item 4.2, apply this descaling
procedure.

To avoid polluting the discharge water with acid, it is recommended, if

possible, to collect all the drained water that contains acid in a tank where it
can be neutralised, for example by means of soda, before being disposed.

1) Prepare for descaling.

Fill up with clean tap water.

Heat the water to 70–75 °C, and circulate it continuously.

Some ready-mixed cleaning agents are specified to be used at a lower

temperature.
This maximum temperature must be adhered to.

2) Add the acid solution.

Dissolve the necessary dosage of acid compound in a clean iron drum, half
filled with hot water.
Stir vigorously, e.g. using a stem hose.
 709-14

– For engines that were treated before the sea trials, the lowest dosage
recommended by the supplier will normally be sufficient.

– For untreated engines, a higher dosage, depending on the condition of the

cooling system, will normally be necessary.

The solubility of acids in water is often limited.

This can necessitate descaling in two stages, with a new solution and clean
water.
Normally, the supplier specifies the maximum solubility.

Fill the drum completely with hot water while continuing to stir.
Slowly add the acid compound at the suction side of the jacket water cooling
pump.
Drain some water from the system, if necessary.

3) Circulate the acid solution.

Keep the temperature of the water at the prescribed preheating temperature,

and circulate it constantly.
The duration of the treatment will depend on the degree of fouling.

Normally, for engines that were treated before the sea trials, the shortest time
recommended by the supplier will be sufficient.
For untreated engines, a longer time must be reckoned with.

Check every hour, for example with pH-paper, that the acid has not been
neutralised.
A number of descaling preparations contains colour indicators which show
the state of the solution.
If the acid content is exhausted, a new admixture dosage can be added, in
which case the weakest recommended concentration should be used.

4) Neutralise any acid residues.

After completing the descaling, drain the system and flush with water.
The flushing is necessary to remove any debris that may have formed during
the cleaning.
Continue the flushing until water is neutral (pH approx. 7).

Acid residues can be neutralised with clean tap water containing 10 kg soda
per ton of water.
As an alternative to soda, sodium carbonate or sodium phosphate can be
used in the same concentration.

Circulate the mixture for 30 minutes.

Drain and flush the system.
Continue to flush until the water is neutral (pH approx. 7).

Check the acid content of the system oil directly after the descaling, and
again 24 hours later.
See Chapter 708, “Maintenance of the Circulating Oil”, Item 4.5 and 5.
 709-15

4.4 Filling up with Water

To prevent the formation of rust on the cleaned surfaces, fill up with water
immediately after the cleaning.
Fill up, with deionizer or distilled water, to the lowest level in the expansion
tank. See also Item 1.3.

4.5 Adding the Inhibitor

On account of the lack of hardness, the deionised or distilled water is

relatively corrosive.
Add the corrosion inhibitor immediately after filling up.

1) Weigh out the quantity of inhibitors specified by the supplier.

It is recommended to use the maximum amount specified by the makers.
Dissolve the inhibitor in hot deionised or distilled water, using a clean iron
drum.

2) Add the solution at the suction side of the running jacket water cooling pump
or at another place where flow is ensured.

A liquid inhibitor may be entered directly into the system by equipment

supplied by the maker. Follow the maker’s instructions.

3) Fill up to normal water level, using deionised or distilled water.

4) Circulate the cooling water for not less than 24 hours.

This ensures the forming of a stable protection of the cooling surfaces.

5) Check the cooling water with a test kit (available from the inhibitor supplier) to
ensure that an adequate inhibitor concentration has been obtained.
Check this every week, see Item 2.2.

5. Central Cooling System, Cleaning and Inhibiting

It is important for the proper functioning of this system to remove existing

deposits of lime, rust and/or oil sludge in order to minimise the risk of blocking
the coolers, and to ensure a good heat transfer.
Subsequent inhibiting shall, of course, be carried out.

For central cooling water systems, which are arranged with separate high
and low temperature freshwater circuits, the careful, regular checks which are
necessary for the jacket cooling water (= high temperature freshwater circuit),
are not necessary for the low temperature freshwater circuit.
 709-16

6. Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment

The concentration of the inhibitor in the cooling water should be checked at

regular intervals with the special instrument prepared by the supplier.
Dosage amount of these inhibitors is specified by each maker.

Suitable cleaners can normally also supplied by these firms.

BRAND SUPPLIERS
KURITA WATER INDUSTRIES LTD.
10-1, Nakano 4-Chome, Nakano-ku,
POLYCRIN I-175
Tokyo 164-0001, Japan
TEL: +81 (3) 6743 5000, FAX: +81 (3) 3319 2026
KYOEISHA CHEMICAL CO.,LTD.
6-12, Minami-honmachi 2-Chome, Chuo-ku,
RUSMIN MK-45
Osaka 542-0012, Japan
TEL: +81 (6) 6251 9371, FAX: +81 (6) 6251 9426
NIPPON YUKA KOGYO CO.,LTD.
9, Kaigan-dori 3-Chome, Naka-ku, Yokohama,
YUNIPROT PC-200
Kanagawa 231-0002, Japan
TEL: +81 45) 201 8867, FAX: +81 (45) 201 8358
ASHLAND JAPAN CO.,LTD.
12-1, Kaigan-dori 3-Chome, Naka-ku, Yokohama,
LIQUIDEWT
Kanagawa 231-0002, Japan
TEL: +81 (45) 212 4741, FAX: +81 (45) 212 4754

DEWT-NC (ditto)

TAIHOKOHZAI CO.,LTD.
HI MOL AM-5 2-8, Shibaura 4-Chome, Minato-ku,
HI MOL L-10 Tokyo 108-0023, Japan
TEL: +81 (3) 6414 5600, FAX: +81 (3) 6414 5620
NEOS CO.,LTD.
2-1, Kanouchou 6-Chome, Chuo-ku, Kobe,
NEOS PN-106S
Hyogo 650-001, Japan
TEL: +81 (78) 331 9381, FAX: +81 (78) 331 9318

The list is for guidance only.

We undertake no responsibility for difficulties that might caused by these or
other water inhibitors / chemicals.
Plate 70901 Seawater Cooling System






 






    

      
      
  







Plate 70902A Jacket Cooling Water System

  

  

  



     

  







  
 
    
   

 
  
Plate 70902B Jacket Cooling Water System

  

  

  



   

  





 



  
 
    
   

 
  
Plate 70903 Central Cooling System






 








 Plate 70904 Preheating of Jacket Cooling Water

 
  
   
   
   














 
       

 

Preheating of jacket Cooling Water:

If the cooling water is heated by means of a preheater installed in the freshwater system, the
curves above can be used.
The curves are drawn on the basis that, at the start of preheating, the engine and engine
room temperature are equal.

Example:
A freshwater preheater, with a heating capacity equal to 1 % of nominal MCR engine
shaft output, it able to heat the engine 35 °C (from 15 °C to 50 °C) in the course of 12
hours.

Cooling water preheating during standstill is described in Chapter 703, “Start-up,

Manoeuvring and Arrival in Port”, Item 7.
     

    

    

   

    

     

  

    

   

 
    

 
 
  
 
   
    


    

    
    
    
  




  
 
   

    
  

  

    

   

   
 
 

 
 
  
 
 


 
 
 




  


 
   
  
 


      



      

 

    

    
            

   



   


  

 






 


 



   

   

     



 
     

          

    

  
 
 
  

 
     

     


     

     
 

  

     

     

    



   


   
 
   


 
   

   

     

       

    

 
 

   

 


 

 

 
 
    

 
  

   
   

 

 

 

 

  

  

  

 
 Total: 14 pages

ISSUED: Oct. 17, 2016

TEST RESULTS of SHOP TRIAL

ENGINE TYPE : MITSUI-MAN B&W 6S60ME-C8.2

OWNER : MESSRS. "K" Line Pte Ltd

YARD NO. : SANOYAS S.No.1347

JOB NO. : TE3X35

ENIGINE NO. : 7037

DIESEL ENGINE TEST GROUP

QUALITY ASSURANCE DEPARTMENT
MACHINERY FACTORY

APPROVED :

CHECKED :

PREPARED :

1
NK

MDT-J E
MDT-C E 3 DRAWING NO.
2
1
7
1
rev Date Change / Replacement
4T-3X35
MITSUI ENGINEERING & SHIPBUILDING CO., LTD.
TE3X35 Data Sheet No. 3X35100

Particulars of Engine
Engine Type MITSUI-MAN B&W 6S60ME-C8.2
Number of Cylinder 6 Engine No. 7037
Cylinder Bore × Stroke 600 mm x 2400 mm
Output (M.C.O.) 8740 kW x 85.0 min-1
Firing Order 1-5-3-4-2-6

Particulars of TurboCharger
Type MITSUI-MAN TCA66-21164
Specification A2b A4K322.5 SM6 AD392
TurboCharger No. 5492

Version of ME system
Type ME-ECS-SW
Version 1312-3.4

Note
Formula for Calculating Output (kW)
Output = k × Ne × W × 0.7355
k : Dynamometer Coefficient = 1/7.0235
W : kNm on Water Brake ( kNm)
-1
Ne : Engine Speed (min )

Specification of Used Oil at Shop Trial

1.Fuel Oil : LSA by JX NIPPON OIL & ENERGY CORPORATION

Specific Gravity (15/4 ) : 0.8652
Flash Point ( ) : -
Viscosity (Centi Stokes at 50 ) : 2.425
Residual Carbon (10 ) (wt%) : -
Ash (wt%) : -
Water (VOL. %) : -
Sulfur (wt %) : 0.06
Net Cal. Value (kJ/kg) : 42110

2.System Oil, High Press. System Oil :

JOMO RIX TURBINE 100 by JX NIPPON OIL & ENERGY CORPORATION

3.Cylinder Oil :
MARINE C405 by JX NIPPON OIL & ENERGY CORPORATION

4.TurboCharger Oil :
JOMO RIX TURBINE 100 by JX NIPPON OIL & ENERGY CORPORATION
TE3X35 Data Sheet No. 3X35110
Summary Data of Shop Trial
Remarks

Temperature was measured by thermo-sensor.

In case thermo-sensor was not equipped, it was measured by local thermometer.

Date Sep. 27, 2016

Data Sheet No. 3X35111 3X35112 3X35113 3X35114

Load % 50 75 85 100

Engine Running Mode ECONOMY ECONOMY ECONOMY ECONOMY

T/C Intake air Temp. 30.7 32.6 32.2 33.1

Barom. Press. hPa 1015.5 1015.5 1015.0 1015.0

Engine Speed on design min-1 67.5 77.2 80.5 85.0

Output on design kW 4370 6555 7430 8740

-1
Engine Speed min 67.5 77.2 80.5 85.0

Output kW 4397 6581 7441 8762

Fuel Oil Temp. 32 34 33 32

Specific Fuel Measured 178.7 173.3 167.1 169.5
Oil Consump.
g/kW-hr ISO Reference 175.6 170.1 163.9 166.1

Pmax. bar 116.5 147.8 170.0 169.3

Pcomp. bar 82.0 112.8 135.0 144.7

Fuel Index % 64 84 90 100

Exh. Gas Temp.
281 300 305 332
Cyl. Outlet
Temp. 34.7 39.1 41.6 45.3
Scav. Air
Press. MPa 0.094 0.168 0.192 0.238

Turbo Charger No.1 10200 12550 13200 14200

Speed min
-1
No.2

Exh. Gas Temp. No.1 321 351 360 392

T/C Inlet No.2

Exh. Gas Temp. No.1 230 215 215 225

T/C Outlet No.2
TE3X35 Data Sheet No. 3X35111
Running Mode Date : Sep. 27, 2016
Data Sheet of 50 % Load Test
ECONOMY Meas. Time : 8:40
Ambient Condition
Room Temp. : 26.5 Barometric Press. : 1015.5 (hPa) Humidity : 84.9 (%)

Engine Speed W/B weight Output Fuel Index Swash Plate Position (%) Hydraulic HP Oil
( min )-1
(kNm) (kW) (%) No.1 No.2 No.3 Press. (bar)

67.5 622.1 4397 64 50 49 49 230

Piston Jacket Cooling A/C Cooling Hydraulic

Inlet Main Lub. Oil T/C Lub. Oil Fuel Oil
Cooling Oil Water Water Oil Inlet
Press. (MPa) 0.23 0.25 0.23 0.77 0.44 0.13 0.23
Temp. ( ) 43 32 85 29.8

Cylinder No. Ave. 1 2 3 4 5 6 7 8

Pmax. (bar) 116.5 116 118 117 116 116 116

Pcomp. (bar) 82.0 82 83 82 81 81 83

Exh. Gas Temp.
Cyl. Outlet ( )
281 277 279 278 281 284 284
C.F.W. Temp.
Cyl. Outlet ( )
89.0 89 89 89 89 89 89
P.C.O. Temp.
Cyl. Outlet ( )
47.5 47 48 47 47 48 48

Turbo Charger Air Cooler

Intake Air Filter Press. Exhaust Gas Lub. Oil Press. Air Water
Speed
No. Temp. D
Drop
Inlet Outlet
Back O tl t
Outlet Drop Inlet Outlet Outlet
Press.
-1
( min ) (kPa) (kPa) (kPa)
No.1 10200 30.7 0.19 321 230 1.15 54 0.78 110 - 34

Scavenging Air Exh. Gas Receiver EGB

Press. (MPa) 0.094 0.087 Position (%)
Temp. ( ) 34.7

Specific Fuel Oil Consumption (g/kW-hr) VTI

*1) Measured Value ISO corrected Status
178.7 175.6

F.O. Drain : 3.3 ( g/kW-hr ) Note : *1) Marked SFOC is Corrected by F.O. Drain
Thrust Brg. Seg. Temp. : 45 ( ) *2) Marked SFOC is Corrected to 42700 kJ/kg

SFOC % (from : 8.19 % Pc/Ps 42.5 1

SFOC at this load is guaranteed under ISO conditions. Guaranteed SFOC: 160.0 g/kW-hr + 6 %
Measured SFOC is corrected to ISO Reference Conditions according to the following conversion factors.

Parameter Reference Condition Conversion Factors

T/C Intake Air Temp. 25 ( ) +0.2% / 10 Rise
Barometric Press. 1000 (hPa) -0.02% / 10 hPa Rise
A/C Cooling Water Temp. 25 ( ) +0.6% / 10 Rise
Fuel Oil LCV 42700 (kJ/kg) -1.0 % / 1% Rise
TE3X35 Data Sheet No. 3X35112
Running Mode Date : Sep. 27, 2016
Data Sheet of 75 % Load Test
ECONOMY Meas. Time : 10:10
Ambient Condition
Room Temp. : 27.5 Barometric Press. : 1015.5 (hPa) Humidity : 85.2 (%)

Engine Speed W/B weight Output Fuel Index Swash Plate Position (%) Hydraulic HP Oil
( min )-1
(kNm) (kW) (%) No.1 No.2 No.3 Press. (bar)

77.2 814.0 6581 84 50 58 58 266

Piston Jacket Cooling A/C Cooling Hydraulic

Inlet Main Lub. Oil T/C Lub. Oil Fuel Oil
Cooling Oil Water Water Oil Inlet
Press. (MPa) 0.23 0.24 0.22 0.79 0.44 0.13 0.22
Temp. ( ) 43 34 85 31.2

Cylinder No. Ave. 1 2 3 4 5 6 7 8

Pmax. (bar) 147.8 147 149 146 149 149 147

Pcomp. (bar) 112.8 114 113 113 112 112 113

Exh. Gas Temp.
Cyl. Outlet ( )
300 300 295 302 299 299 305
C.F.W. Temp.
Cyl. Outlet ( )
89.0 89 89 89 89 89 89
P.C.O. Temp.
Cyl. Outlet ( )
48.2 48 48 48 48 48 49

Turbo Charger Air Cooler

Intake Air Filter Press. Exhaust Gas Lub. Oil Press. Air Water
Speed
No. Temp. D
Drop
Inlet Outlet
Back O tl t
Outlet Drop Inlet Outlet Outlet
Press.
-1
( min ) (kPa) (kPa) (kPa)
No.1 12550 32.6 0.34 351 215 2.30 58 0.93 145 - 41

Scavenging Air Exh. Gas Receiver EGB

Press. (MPa) 0.168 0.159 Position (%)
Temp. ( ) 39.1

Specific Fuel Oil Consumption (g/kW-hr) VTI

*1) Measured Value ISO corrected Status
173.3 170.1

F.O. Drain : 2.3 ( g/kW-hr ) Note : *1) Marked SFOC is Corrected by F.O. Drain
Thrust Brg. Seg. Temp. : 46 ( ) *2) Marked SFOC is Corrected to 42700 kJ/kg

SFOC % (from : 3.53 % Pc/Ps 42.2 1

SFOC at this load is guaranteed under ISO conditions. Guaranteed SFOC: 160.0 g/kW-hr + 6 %
Measured SFOC is corrected to ISO Reference Conditions according to the following conversion factors.

Parameter Reference Condition Conversion Factors

T/C Intake Air Temp. 25 ( ) +0.2% / 10 Rise
Barometric Press. 1000 (hPa) -0.02% / 10 hPa Rise
A/C Cooling Water Temp. 25 ( ) +0.6% / 10 Rise
Fuel Oil LCV 42700 (kJ/kg) -1.0 % / 1% Rise
TE3X35 Data Sheet No. 3X35113
Running Mode Date : Sep. 27, 2016
Data Sheet of 85 % Load Test
ECONOMY Meas. Time : 11:00
Ambient Condition
Room Temp. : 28.0 Barometric Press. : 1015.0 (hPa) Humidity : 81.9 (%)

Engine Speed W/B weight Output Fuel Index Swash Plate Position (%) Hydraulic HP Oil
( min )-1
(kNm) (kW) (%) No.1 No.2 No.3 Press. (bar)

80.5 882.7 7441 90 50 60 60 280

Piston Jacket Cooling A/C Cooling Hydraulic

Inlet Main Lub. Oil T/C Lub. Oil Fuel Oil
Cooling Oil Water Water Oil Inlet
Press. (MPa) 0.22 0.24 0.22 0.78 0.44 0.13 0.21
Temp. ( ) 43 33 85 32.0

Cylinder No. Ave. 1 2 3 4 5 6 7 8

Pmax. (bar) 170.0 169 170 169 171 171 170

Pcomp. (bar) 135.0 135 135 135 135 135 135

Exh. Gas Temp.
Cyl. Outlet ( )
305 304 304 304 306 303 309
C.F.W. Temp.
Cyl. Outlet ( )
89.2 89 89 89 89 89 90
P.C.O. Temp.
Cyl. Outlet ( )
49.2 49 49 49 49 49 50

Turbo Charger Air Cooler

Intake Air Filter Press. Exhaust Gas Lub. Oil Press. Air Water
Speed
No. Temp. Drop
Inlet Outlet
Back Outlet Drop Inlet Outlet Outlet
Press.
-1
( min ) (kPa) (kPa) (kPa)
No.1 13200 32.2 0.41 360 215 2.75 60 0.98 160 - 43

Scavenging Air Exh. Gas Receiver EGB

Press. (MPa) 0.192 0.181 Position (%)
Temp. ( ) 41.6

Specific Fuel Oil Consumption (g/kW-hr) Consumption

VTI of cyl. oil : 57.1 L/Day/cyl.
1.50 g/kW-hr ( 1.10 g/BHP-hr )
*1) Measured Value ISO corrected Status
(Corrected to 100% load)
167.1 163.9

F.O. Drain : 2.0 ( g/kW-hr ) Note : *1) Marked SFOC is Corrected by F.O. Drain
Thrust Brg. Seg. Temp. : 46 ( ) *2) Marked SFOC is Corrected to 42700 kJ/kg

SFOC % (from : -1.56 % Pc/Ps 46.3 1

SFOC at this load is guaranteed under ISO conditions. Guaranteed SFOC: 160.0 g/kW-hr + 6 %
Measured SFOC is corrected to ISO Reference Conditions according to the following conversion factors.

Parameter Reference Condition Conversion Factors

T/C Intake Air Temp. 25 ( ) +0.2% / 10 Rise
Barometric Press. 1000 (hPa) -0.02% / 10 hPa Rise
A/C Cooling Water Temp. 25 ( ) +0.6% / 10 Rise
Fuel Oil LCV 42700 (kJ/kg) -1.0 % / 1% Rise
TE3X35 Data Sheet No. 3X35114
Running Mode Date : Sep. 27, 2016
Data Sheet of 100 % Load Test
ECONOMY Meas. Time : 11:40
Ambient Condition
Room Temp. : 28.5 Barometric Press. : 1015.0 (hPa) Humidity : 82.1 (%)

Engine Speed W/B weight Output Fuel Index Swash Plate Position (%) Hydraulic HP Oil
( min )-1
(kNm) (kW) (%) No.1 No.2 No.3 Press. (bar)

85.0 984.4 8762 100 50 65 65 296

Piston Jacket Cooling A/C Cooling Hydraulic

Inlet Main Lub. Oil T/C Lub. Oil Fuel Oil
Cooling Oil Water Water Oil Inlet
Press. (MPa) 0.22 0.24 0.22 0.78 0.44 0.13 0.21
Temp. ( ) 44 32 85 33.1

Cylinder No. Ave. 1 2 3 4 5 6 7 8

Pmax. (bar) 169.3 169 169 169 169 171 169

Pcomp. (bar) 144.7 145 145 145 144 145 144

Exh. Gas Temp.
Cyl. Outlet ( )
332 334 330 332 331 331 334
C.F.W. Temp.
Cyl. Outlet ( )
90.0 90 90 90 90 90 90
P.C.O. Temp.
Cyl. Outlet ( )
50.3 50 51 50 50 50 51

Turbo Charger Air Cooler

Intake Air Filter Press. Exhaust Gas Lub. Oil Press. Air Water
Speed
No. Temp. D
Drop
Inlet Outlet
Back O tl t
Outlet Drop Inlet Outlet Outlet
Press.
-1
( min ) (kPa) (kPa) (kPa)
No.1 14200 33.1 0.51 392 225 3.43 62 1.03 170 - 48

Scavenging Air Exh. Gas Receiver EGB

Press. (MPa) 0.238 0.226 Position (%)
Temp. ( ) 45.3

Specific Fuel Oil Consumption (g/kW-hr) VTI

*1) Measured Value ISO corrected Status
169.5 166.1

F.O. Drain : 1.6 ( g/kW-hr ) Note : *1) Marked SFOC is Corrected by F.O. Drain
Thrust Brg. Seg. Temp. : 47 ( ) *2) Marked SFOC is Corrected to 42700 kJ/kg

SFOC % (from : -2.41 % Pc/Ps 42.9 1

SFOC at this load is guaranteed under ISO conditions. Guaranteed SFOC: 160.0 g/kW-hr + 6 %
Measured SFOC is corrected to ISO Reference Conditions according to the following conversion factors.

Parameter Reference Condition Conversion Factors

T/C Intake Air Temp. 25 ( ) +0.2% / 10 Rise
Barometric Press. 1000 (hPa) -0.02% / 10 hPa Rise
A/C Cooling Water Temp. 25 ( ) +0.6% / 10 Rise
Fuel Oil LCV 42700 (kJ/kg) -1.0 % / 1% Rise
 DATA SHEET NO.
CHARACTERISTIC CURVE
JOB NO. : TE3X35 ENGINE TYPE : 6S60ME-C8.2 3X3511G
50 75 85 100
3
Nt 10
(min-1)
15

14

13
Nt
12

11 Ne
(min-1)
10 90

Ne 80

Pmax / Pc 70
(bar)
180 60

160
Pmax
140

120
Pc Texh( )
100 400

80 350
Texh
300
Ps (MPa)
0.28

0.24

0.20
Ps
0.16

SFOC(ISO) 0.12
(g/kW-hr)
180 0.08
SFOC
175

170

165

4 5 6 7 8 9 10 kW 10 3
Nt : Turbo Charger Speed Ne : Engine Speed Texh : Exhaust Temp. Cyl. Outlet
Ps : Scav. Air Press. Pmax / Pc : Max. / Compression Cyl. Press.
ME-G20151105Rev.2
TE3X35 Data Sheet No. 3X35140
Starting Test ( Unit : MPa )

Ahead Astern Ahead Astern

Times Times Times Times
Air Press. Air Press. Air Press. Air Press.
1 2.95 2 2.66 15 0.80 16 0.71
3 2.43 4 2.21 17 0.62 18 0.54
5 2.03 6 1.87 19 0.47x 20
7 1.72 8 1.56 21 22
9 1.42 10 1.29 23 24
11 1.18 12 1.08 25 26
13 0.97 14 0.88 27 28

3
Starting Air Capacity 5.39 m No. of Start 18 Times
Room Temp. 29 Min. Available Press. 0.54 MPa
F.W. Temp. 84 Failure Press. 0.47 MPa
L.O. Temp. 45

Governor Test Instant Variation : 3.5 %

( 88 min-1 )

( 85 min-1 ) ( 85 min-1 )

Emergency Shut Down Test

No. Item Set Value Result No. Item Set Value Result

1 Over Speed 92 min-11 92 min-11

2 Manual Stop C/R - E/S Good

Main L.O.
3 0.12 MPa 0.12 MPa
Low Press.
Hydraulic Oil
4 0.05 MPa 0.05 MPa
Low Press.
Hydraulic HP Oil
5 17.0 MPa Good
Low Press.
Hydraulic Oil
6 - Good
Large Leakage

HPS inlet pressure is watched by 3 pieces of pressure transmitter.

Shut down will be activated when the averaged value becomes less than 0.05MPa.
(cf. If one sensor deviate more than 0.10MPa from the others, this sensor is excluded from supervision with deviation alarm.)
This item was carried out by changing the setting value.

Miscellaneous Test Item Result

Turning Interlock Test Good
Engine Side Maneuvering Test Good

Minimum Revolution Test (Data of same type engine)

Engine Speed W/B Weight Output Fuel Index Turbo Charger Speed (min-1)
(min-1) (kNm) (kW) (%) No.1 No.2
27.0 131.8 373 18 2800 -
TE3X35 Data Sheet No. 3X35141
Integration test of ME-ECS
No. Item Confirmation item Result

Confirm adjustment of hydraulic Set value

1 Good
pressure safety valve (Valve No.311) 315bar

Hyd. Press. Drops towards

Manual test of system by-pass valve
2 zero when by-pass is open on Good
via MOP (fixed driven pumps only)
the MOP

After remove the control signal

to the proportional valve (ACU-
1/3 plug 70), alarm for pump
Test of hydraulic main pumps failure activated.
3 Good
(pump response test) And swash plate angle at main
pump changes to max, but
should be kept hyd. Press.

Measure the press. Build up

Test of hydraulic start up pumps time from 0-225 bar.
4 (pressure build up time with one (One pump: between 1.5-
15 Good
pump / both pumps running) 3.0min. / Both pumps: less
than 1.5min.)

Test of cylinder lube oil slow down

CCU release the alarm
5 sensor (Close lub. Oil supply to Good
'No Lube Oil' and slow down
lubricators)

These test were carried out prior to official shop trial.

No.3 test was carried out at 25% load ahead, other tests were at engine stop condition.
Data of same type engine

TE3X35 A/B Running Data Sheet No. 3X35-1

Running Mode Date : Sep. 26, 2016
Data Sheet of 25 % Load Test
ECONOMY Meas. Time : 18:00
Ambient Condition
Room Temp. : 27.5 Barometric Press. : 1015.0 (hPa) Humidity : 85.2 (%)

Engine Speed W/B weight Output Fuel Index Swash Plate Position (%) Hydraulic HP Oil
( min )-1
(kNm) (kW) (%) No.1 No.2 No.3 Press. (bar)

53.5 392.5 2199 26 50 44 44 226

Piston Jacket Cooling A/C Cooling Hydraulic

Inlet Main Lub. Oil T/C Lub. Oil Fuel Oil
Cooling Oil Water Water Oil Inlet
Press. (MPa) 0.24 0.25 0.23 0.76 0.43 0.13 0.23
Temp. ( ) 43 32 85 29.4

Cylinder No. Ave. 1 2 3 4 5 6 7 8

Pmax. (bar) 92.5 94 93 93 93 90 92

Pcomp. (bar) 56.7 57 57 57 56 56 57

Exh. Gas Temp.
Cyl. Outlet ( )
246 246 248 239 244 240 259
C.F.W. Temp.
Cyl. Outlet ( )
88.0 88 88 88 88 88 88
P.C.O. Temp.
Cyl. Outlet ( )
46.7 46 47 46 47 47 47

Turbocharger Air Cooler

Intake Air Filter Press. Exhaust Gas Lub. Oil Press. Air Water
Speed
No. Temp. Drop
Inlet outlet
Back Outlet Drop Inlet outlet outlet
Press.
-1
( min ) (kPa) (kPa) (kPa)
No.1 6350 32.7 0.10 274 234 0.44 50 0.41 75 - 31

Scavenging Air Exh. Gas Receiver EGB

Press. (MPa) 0.033 0.029 Position (%)
Temp. ( ) 40.1

Specific Fuel Oil Consumption ( g/kW-hr ) VTI

*1) Measured Value ISO corrected Status
189.6 186.3

F.O. Drain : 6.4 ( g/kW-hr ) Note : *1) Marked SFOC is Corrected by F.O. Drain
Thrust Brg. Seg. Temp. : 46 ( )
Axial Vibration : mm (Peak to Peak)
Data of same type engine

TE3X35 Propeller Margin Data Sheet No. 3X35-2

Running Mode Date : Sep. 26, 2016
Data Sheet of 85 % Load Test
ECONOMY Meas. Time : 17:05
Ambient Condition
Room Temp. : 27.5 Barometric Press. : 1015.0 (hPa) Humidity : 85.2 (%)

Engine Speed W/B weight Output Fuel Index Swash Plate Position (%) Hydraulic HP Oil
( min )-1
(kNm) (kW) (%) No.1 No.2 No.3 Press. (bar)

83.7 848.3 7435 85 50 59 59 276

Piston Jacket Cooling A/C Cooling Hydraulic

Inlet Main Lub. Oil T/C Lub. Oil Fuel Oil
Cooling Oil Water Water Oil Inlet
Press. (MPa) 0.23 0.24 0.22 0.77 0.43 0.13 0.21
Temp. ( ) 44 31 85 32.6

Cylinder No. Ave. 1 2 3 4 5 6 7 8

Pmax. (bar) 164.5 164 166 165 165 164 163

Pcomp. (bar) 132.2 132 133 132 132 132 132

Exh. Gas Temp.
Cyl. Outlet ( )
310 310 309 309 309 310 313
C.F.W. Temp.
Cyl. Outlet ( )
89.8 90 89 90 90 90 90
P.C.O. Temp.
Cyl. Outlet ( )
50.3 50 51 50 50 50 51

Turbocharger Air Cooler

Intake Air Filter Press. Exhaust Gas Lub. Oil Press. Air Water
Speed
No. Temp. Drop
Inlet outlet
Back Outlet Drop Inlet outlet outlet
Press.
-1
( min ) (kPa) (kPa) (kPa)
No.1 13300 30.9 0.41 359 213 2.75 61 0.98 155 - 45

Scavenging Air Exh. Gas Receiver EGB

Press. (MPa) 0.195 0.184 Position (%)
Temp. ( ) 42.9

Specific Fuel Oil Consumption ( g/kW-hr ) VTI

*1) Measured Value ISO corrected Status
166.9 163.7

F.O. Drain : 2.0 ( g/kW-hr ) Note : *1) Marked SFOC is Corrected by F.O. Drain
Thrust Brg. Seg. Temp. : 47 ( )
Axial Vibration : mm (Peak to Peak)
Data of same type engine

TE3X35 Propeller Margin Data Sheet No. 3X35-3

Running Mode Date : Sep. 26, 2016
Data Sheet of 100 % Load Test
ECONOMY Meas. Time : 17:25
Ambient Condition
Room Temp. : 27.5 Barometric Press. : 1015.0 (hPa) Humidity : 85.2 (%)

Engine Speed W/B weight Output Fuel Index Swash Plate Position (%) Hydraulic HP Oil
( min )-1
(kNm) (kW) (%) No.1 No.2 No.3 Press. (bar)

88.4 945.2 8750 96 50 63 63 294

Piston Jacket Cooling A/C Cooling Hydraulic

Inlet Main Lub. Oil T/C Lub. Oil Fuel Oil
Cooling Oil Water Water Oil Inlet
Press. (MPa) 0.23 0.24 0.22 0.77 0.43 0.13 0.21
Temp. ( ) 45 31 85 33.1

Cylinder No. Ave. 1 2 3 4 5 6 7 8

Pmax. (bar) 171.7 171 173 172 173 172 169

Pcomp. (bar) 144.8 144 146 145 145 145 144

Exh. Gas Temp.
Cyl. Outlet ( )
331 330 332 332 329 331 334
C.F.W. Temp.
Cyl. Outlet ( )
89.8 90 89 90 90 90 90
P.C.O. Temp.
Cyl. Outlet ( )
50.8 50 51 51 51 51 51

Turbocharger Air Cooler

Intake Air Filter Press. Exhaust Gas Lub. Oil Press. Air Water
Speed
No. Temp. Drop
Inlet outlet
Back Outlet Drop Inlet outlet outlet
Press.
-1
( min ) (kPa) (kPa) (kPa)
No.1 14150 31.5 0.50 386 222 3.43 62 1.01 175 - 47

Scavenging Air Exh. Gas Receiver EGB

Press. (MPa) 0.236 0.224 Position (%)
Temp. ( ) 44.9

Specific Fuel Oil Consumption ( g/kW-hr ) VTI

*1) Measured Value ISO corrected Status
169.2 165.9

F.O. Drain : 1.5 ( g/kW-hr ) Note : *1) Marked SFOC is Corrected by F.O. Drain
Thrust Brg. Seg. Temp. : 48 ( )
Axial Vibration : mm (Peak to Peak)
Data of same type engine

TE3X35 Data Sheet No. 3X35-4

Running Mode Date : May 30, 2014
Data Sheet of 110 % Load Test
ECONOMY Meas. Time : 14:30
Ambient Condition
Room Temp. : 23.0 Barometric Press. : 1009.5 (hPa) Humidity : 71.0 (%)

Engine Speed W/B weight Output Fuel Index Swash Plate Position (%) Hydraulic HP Oil
( min )-1
(kNm) (kW) (%) No.1 No.2 No.3 Press. (bar)

87.7 1048.1 9626 107 50 72 72 295

Piston Jacket Cooling A/C Cooling Hydraulic

Inlet Main Lub. Oil T/C Lub. Oil Fuel Oil
Cooling Oil Water Water Oil Inlet
Press. (MPa) 0.22 0.21 0.20 0.77 0.43 0.17 0.19
Temp. ( ) 45 39 86 26.3

Cylinder No. Ave. 1 2 3 4 5 6 7 8

Pmax. (bar) 170.5 171 171 169 170 171 171

Pcomp. (bar) 156.5 157 157 156 156 156 157

Exh. Gas Temp.
Cyl. Outlet ( )
340 353 336 339 329 339 344
C.F.W. Temp.
Cyl. Outlet ( )
89.2 89 89 89 90 89 89
P.C.O. Temp.
Cyl. Outlet ( )
51.0 51 51 51 51 51 51

Turbocharger Air Cooler

Intake Air Filter Press. Exhaust Gas Lub. Oil Press. Air Water
Speed
No. Temp. Drop
Inlet outlet
Back Outlet Drop Inlet outlet outlet
Press.
-1
( min ) (kPa) (kPa) (kPa)
No.1 14700 28.6 0.64 412 238 3.63 64 0.81 175 - 46

Scavenging Air Exh. Gas Receiver EGB

Press. (MPa) 0.265 0.253 Position (%)
Temp. ( ) 38.5

Specific Fuel Oil Consumption ( g/kW-hr ) VTI

*1) Measured Value ISO corrected Status
167.4 166.8

F.O. Drain : 1.6 ( g/kW-hr ) Note : *1) Marked SFOC is Corrected by F.O. Drain
Thrust Brg. Seg. Temp. : 50 ( )
Axial Vibration : mm (Peak to Peak)
No. MEASUREMENT ITEMS RESULTS

1 Amount of stuffing drains Measured load 85%LOAD Unit L/Day)

Cylinder No. 1 2 3 4 5 6
Amount 8.0 10.1 6.4 5.3 6.9 14.4 51.1

MES standard guide line at shop trial: Less than 25 L/day/cyl.

2 Result of cylinder lubrication oil consumption <Condition of measurement>

Measured load 85 % LOAD
Room temperature 28.0
Specification of cyl. oil MARINE C405
<Setting value of lubricator>
S% 2.5
Feed Rate Factor 0.4 g/kW-hr S%
Feed Rate Adjust Factor 1.00
Running in OFF
Minimum Feed Rate 1.50 g/kW-hr
<Result of measurement>
Consumption of cyl. oil 48.5 L/Day/cyl.
Consumption of cyl. oil 57.1 L/Day/cyl. (Corrected to 100% load)
Feed rate 1.50 g/kW-hr (= 1.10 g/BHP-hr)

3 Total revolution and Total running hour Total revolution 58,460 rev.
Total running hour 15 hr. 40 min.
No. OWNER'S REQUIREMENT MITSUI'S ANSWER

1 Check list before starting of M/E and check list after stop of M/E to be Agreed. It will be made for well-known regarding prevention of same /
made for safety and prevention for trouble. simillar trouble of closing cylinder oil inlet valve.

2 To be led the end of copper pipe from L.O. sampling valve to the tray for The spray stop tape and insulation cover will be fitted on the mentioned
hydraulic pump. And L.O. flange in way of strainer (Aft / Middle side) to L.O. flange. And the spray stop tape will be fitted on the connection of
be repositioned above the tray. the sampling valve.

3 L.O. line's fitting bolts (M/E aft side) are too short, to be replaced to Agreed. They will be replaced to longer ones.
longer ones so that remaining screws are at least two from the top.

4 A luck of welding bead around M/E back side supporting stays. These Those welding bead were followed with our standard design, and they
beads to be performed in accordance with plan. have enough strength. Therefore, they will be left as they are.

5 Asbest Free and Supporting Documents (Check sheet) to be submitted. Regarding this matter, it will be discussed with shipyard.

6 Asbest Free at this factory also to be submitted. Asbest Free Documents for our shop facility and pipings will be made
and submitted.

7 Protection stay's distances at each stage are different. Why different Protection stay will be added between stays whose distance is more
between stays ? than 1m.

8 L.O. flanges in way of electric motor to be moved to other area or fitting The spray stop tape and insulation cover will be fitted on the flange.
protection cover for prevent of oil spray.

9 M/E bedplate bottom inserted seal ? Normally seal (Gasket / Rubber etc) L.O. outlet of bedplate is temporarily connected for shop test running,
will need to be provided. and the gasket is not used there.

10 Normal range tape on pressure gauge's to be fitted inside of gauges The gauge has glycerin inside, therefore, the tape for normal pressure
before delivery. range cannot be fitted inside of the gauge by us. It will be left as it is.

11 Local Operation Panel to be fixed in order to prevent vibration. The level of vibration will be confirmed during the sea trial.
No. SHIPYARD'S REQUIREMENT MITSUI'S ANSWER

1 Attached surface of No.6 cyl. aft top bracing is not painted by Zinc. Zinc paint will be applied before delivery to shipyard.

2 Please take care of water ingress and rust in engine, because this Agreed. Enough care to prevent rust shall be carried out.
engine is kept in maker for 2 months.

3 Please attach safety wire reel to foreside of engine. After our service engineer receives the safety wire reel from S.No.1340
at shipyard, it will be fitted on the engine.

4 Two flanges are not painted on the top of engine, so please paint until Agreed. They will be painted.
delivery. (Fore side of L.O. line and aft side of cyl. oil line)

5 Outlet of steam extinguish blow off is close to wiring. The pipe arrangement will be rectified so that the end of pipe is not faced
Please separate outlet of steam extinguish from wiring. to the wirings.
 OVERHAUL INSPECTION ITEMS RESULTS

No. 6 cyl. Piston It was confirmed that all items were in good condition,
Cylinder cover (including exhaust valve) except the following remarks.
Liner
Crosshead pin and bearing Remarks:
1. Minor scratches on the crosshead pin will be polished.
No. 1 cyl. Crank pin and bearing
2. Minor scratches on the crank pin bearing upper will be smoothed up.
No. 4 Main journal and bearing
3. Dust remaining in the space under the HCUs will be removed.
Main chain roller and wheel

Space under the HCUs

 ISSUED : . , 2016

INSTRUCTION BOOK
MITSUI-MAN B&W DIESEL ENGINE
K-1 DATA
( INSTRUCTION MANUAL FOR ADJUSTMENT & MEASUREMENT )

ME-C
OWNER : MESSRS. "K" Line Pte Ltd
YARD NO. : SANOYAS S.No.1347
ENGINE TYPE : MITSUI-MAN B&W 6S60ME-C8.2
ENGINE NO. : 7037
JOB NO. : TE3X35
TRIAL DATE : Sep. 27, 2016
CLASSIFICATION : NK-M0

DIESEL ENGINE TEST GROUP

QUALITY ASSURANCE DEPARTMENT

APPROVED :
CHECKED :
PREPARED :

DRAWING NO.

7 T - 3 X 3 5 E
MITSUI ENGINEERING & SHIPBUILDING CO., LTD.
 LIST OF PRINCIPAL ITEM A(b)
S60ME-C
MAIN ENGINE P-1-1

MAIN ENGINE
Type ························································· MITSUI-MAN B&W 6S60ME-C8.2
2-stroke,single acting, direct reversing crosshead diesel engine
with exhaust turbocharger
Cylinder Bore ·················································· 600 mm
Stroke ··························································· 2400 mm
Maximum Continuous Output ····························· 8740 kW / 85.0 min-1
(Rating) ( ----- BHP)
Continuous Service Output ································ 7430 kW / 80.5 min-1
(Rating) ( ----- BHP)

Firing Order :1 - 5 - 3 - 4 - 2 - 6
Crank angle
:0 - 60 - 120 - 180 - 240 - 300
(Piston T.D.C.)

LOAD DIAGRAM (Ref. P-1-2)

Allowable Operating Range
The area between lines and will be available for ship.
The area among lines and will be service for laden ship, and the
area between and mainly for ballasted condition.
Overload running is available for limited period, 1 hour per 12 hours.
O.O. -------------------------------- Overload Output
M.C.O. ----------------------------- Maximum Continuous Output
C.S.O. ------------------------------ Continuous Service Output
 P-1-2

LOAD DIAGRAM (OUTPUT SPEED)

6S60ME-C8.2
(8740 kW 85 min -1 )
SANOYAS SNO.1332
SANOYAS S.No.1347
TE3X35
TE3S61

Thermal Limit Line Over Load Limit

Output
(kW)
O.O.
110

100 M.C.O.
% 8740

110
90

C.S.O.
100%
1.51
80
90
MEP
(MPa)

70 80

85 90 95 100% 105

85 Speed
(min -1 )

Nominal Power Line Recommendable Propeller Design

 LIST OF PRINCIPAL ITEM A(b)
S60ME-C
PRINCIPAL ITEM OF ACCESSORIES P-2-1

TURBO CHARGER
Type Allowable Max. Rev. Allowable Max. Gas Inlet Temp.

TCA66 : 16900 min-1 500

Turbo-charger Specification : MITSUI-MAN TCA66-21164 A2b A4K322.5 SM6 AD392

TURNING GEAR
Type Rating Motor
NRT-2500.M2 Continuous 3.7 kW

INTER COOLER
Maker Type Cooling area
KAWASAKI ENGINEERING BCN623S-Y1(LKMY-C) 623.6 m2

AUXILIARY BLOWER
BLOWER
Maker : TAE-IL BLOWER
Capacity : 1.70 / 2.91 m3/s
Pressure : 5.60 / 3.20 kPa (at 20 , 0.1 MPa abs.)

MOTOR
Rating : Continuous Rating
Output : 45 kW (Normal Rating)

* When the change over switch is in “Automatic” position auxiliary blowers are operated
automatically by scavenging air pressure.

Auto stop : approx. 0.07 MPa

Auto start : approx. 0.05 MPa
 STANDARD DIMENSION, CLEARANCE & SETTING B(d)
S60ME-C
BEARING P-3-1

STANDARD BEARING CLEARANCE TABLE

STANDARD
ITEM REMARKS
CLEARANCE(mm)
Foremost and two aftmost bearings 0.43 – 0.80
Main Bearing Cf. Fig.-1
Other bearings 0.43 – 0.73
Crank Pin Bearing 0.40 – 0.64
Crosshead Bearing 0.25 – 0.60
Crosshead Guide Shoe
0.20 – 0.55 Cf. Fig.-3
A+B
Crosshead Guide Piece
1.00 – 1.80 Cf. Fig.-3
C1 + C2 + D1 + D2 )
Crosshead Pin Thrust
0.30 – 0.70 Cf. Fig.-4
E+F
Thrust Bearing
0.50 – 1.00 Cf. Fig.-2
X+Y
) If piston is in center of cylinder liner, each (C1+C2) and (D1+D2) is 0.50 – 0.90
individually.
Measuring Tool
TOOL No. 13A71

Aft

Fig.-1 Main Bearing

Thrust collar
Exhaust side

A X
Y

Fig.-2 Thrust Bearing

C2 D2

Guide piece E F
C1 D1

Fig.-3 Crosshead Fig.-4 Crosshead

 STANDARD DIMENSION, CLEARANCE & SETTING B(b)
S60ME-C
EXHAUST VALVE P-4-1

GENERAL VIEW OF EXHAUST VALVE

Working oil DRIVING PISTON

(See P-4-2)

AIR PISTON
VALVE SPINDLE
Drain SPINDLE GUIDE
(See P-4-3)

Drain

Relief valve
Tightening torque
: 50 Nm

VALVE SPINDLE
VALVE SEAT
(See P-4-4)
 STANDARD DIMENSION, CLEARANCE & SETTING B(c)
S60ME-C
EXHAUST VALVE P-4-2

DRIVING PISTON

Piston

Disk H

Piston Ring
L

B
T

(Unit : mm)

SYMBOL STANDARD

Free gap L 11.0±1.5

Breadth B 3.0-0.010
-0.030

Thickness T 3.7±0.12

Groove H 3.0+0.045
+0.020

Note
Piston ring groove & piston ring of valve gear are the same as the exhaust valve side.
 STANDARD DIMENSION, CLEARANCE & SETTING B(b)
S60ME-C
EXHAUST VALVE P-4-3

AIR PISTON, VALVE SPINDLE & SPINDLE GUIDE

Exhaust valve Exhaust valve

Closing Opening

To be tightened
hydraulically 150MPa

Tightening torque
: 100Nm
Tightening torque :
Exhaust valve spindle
Position sensor To be tighten in 2 stages
1st :100Nm, last :230Nm
(To be cross-tightened)

Air piston “d”

Cylinder “e”

Sealing oil inlet

L.O. drain

Working air inlet

Bush “g” Spindle “f”

(Unit: mm)

PART POSITION STANDARD

Piston d Out. dia. 155-0.600

-0.800
Air piston
Cylinder e In. dia. 155+0.100
0

Spindle f Out. dia. 72-0.030

-0.076
Spindle &
Spindle guide Bush g In. dia. 72+0.275
+0.240
 STANDARD DIMENSION, CLEARANCE & SETTING B(b)
S60ME-C
EXHAUST VALVE P-4-4

VALVE SPINDLE & VALVE SEAT

TOOL NO.08A75

D4 G2
(New : 2.3 mm)
D3

D2 G3

D1
TOOL NO.08A76

H VALVE SEAT

F1
G1 (New : 0mm)

VALVE SPINDLE

(Unit : mm)
Valve Spindle Valve Seat Remarks

New Max. To be Max. Max. Burn

Grind kept Grind away

F1
H G1 D1 D2 G3 G2 D3 D4
37 2 279 333 1 0 282 304 9
 STANDARD DIMENSION, CLEARANCE & SETTING B(c)
S60ME-C
EXHAUST VALVE P-4-5

WORKING AIR LINE OF EXHAUST VALVE

1. 0.7 MPa air which is branched from engine control air source is supplied
as a working air of exhaust valve.

2. When the operating exhaust valve, supplied 0.7 MPa control air will be
pressed up approx. 2.1 MPa at exhaust valve opening condition.

Non-Return Valve
Relief Valve
(Set 2.1 MPa)

Pressure
switch
Working air
from control
air source

Each
Exh. valve

Sealing oil

STANDARD TABLE OF EXHAUST VALVE SPRING AIR

Pressure (MPa)
Standard Alarm Slow down
Exhaust valve spring air inlet 0.65-0.75 0.55 ---
 STANDARD DIMENSION, CLEARANCE & SETTING B(c)
S60ME-C
FUEL VALVE P-5-1

FUEL VALVE

1) Before fitting the fuel valve, valve L2

seat of fuel valve & cyl. cover to be
cleaned and anti-seizuring paint to
be applied on fuel valve seat.
2) Tighten nuts alternately till
dimension “L” become 0±0.2 mm
that corresponds to the correct
tightening torque.

Auto Deaeration valve

Opening Press : 4.0 MPa
Closing Press : ab. 2.0 MPa
Valve Lift : L2=3.5 mm

*Seat

L1

Opening Press. & Valve Lift

Valve Opening Press : 35.0±3.0MPa
Valve lift : L1=3.7 mm

Atomizer
Type : S60ME-C B-13
Number of holes : 5
Dia. of holes : 1.15
Drawing No. : 3X-47154
 STANDARD DIMENSION, CLEARANCE & SETTING B(b)
S60ME-C
FUEL VALVE P-5-3

FUEL VALVE TEST DEVICE

10

11
No. PARTS
12
1. Air supply connection part
13 2. Stop valve
15 3. Regulator
16 4. Lubricator
5. Change valve
6. Booster pump
14
7. Air pressure gauge
8 8. Oil filter
9 9. Fuel oil pressure gauge

7 10. High pressure hose

11. Connection part
5
12. Threaded cap
3
13. Spring housing
1 14. Holder
4 15. Drain tube

2 16. Plug
(For O-ring sealing test)
6 (Refer to P-5-5)

A. Preparation of test
(1) Fill the oil tank with purified hydraulic oil.
(including rust-preventing component, viscosity 7 –10 cst at 50 .)
(2) Check the oil amount of the Lubricator . (Turbine oil No.1)
(3) Open the stop valve . The handle of the regulator is turned anti-clockwise until air
pressure indicated on the air pressure gauge is reduced to 0 MPa.
(4) Air venting in oil injection system.
4-1) The end of the high pressure hose is to be inserted into the holder and fixed.
4-2) Set the air pressure at approx. 0.05 MPa by turning the handle of regulator
clockwise.
4-3) Feed the oil to the system by operating the lever of change valve . This operation
must be repeated until the no foamy oil flows out completely.
Note : It is necessary keep the lever of change valve operation until you detect
the stroke end of booster pump .
(5) Fit fuel valve and tightened the high press. hose .
Fitting the drain tube .
Tightening method is same as P-5-1
 STANDARD DIMENSION, CLEARANCE & SETTING B(a)
S60ME-C
FUEL VALVE P-5-4

B. Operating of fuel valve auto desertion valve.

(1) Set the air pressure at approx. 0.1 MPa, by turning the handle of regulator 3
clockwise.

(2) Operate the lever of change valve 5 by pushing/pulling repeatedly until the oil flow
from oil return hole on fuel valve.
NOTE : Operate the lever of change valve 5 confirm the piston of booster pump
reached stroke end.

C. Checking of valve spindle tightness and sliding function.

For the purpose of confirmation of the tightness of the valve spindle against the seat in the
spindle guide, check the oil leakage from the nozzle of the atomizer.
If required, the slide valve unit should be replaced.

(1) Set the air pressure to 0.1 MPa by the regulator 3 . Operate the lever of change
valve 5 and confirm that there is no fuel oil leakage from each joint of fuel oil line.

(2) Set the air pressure by turning the handle of the regulator 3 clockwise becomes
approx.8.0 10.0 MPa below the fuel valve opening pressure.
Fuel valve opening pressure Test pressure
35±3 MPa 25 27 MPa

(3) Operate the lever of change valve 5 and confirm that there is no fuel oil leakage
from nozzle hole.

(4) The pressure drops relatively slowly to about 1.5 MPa, after which drops quickly to
0 MPa (the slide is pressed against conical seat and opens for circulation oil).

D. Checking of valve opening pressure.

Set the air pressure by 0.6 MPa by regulator 3 .
Increase the fuel oil pressure by pulling the lever of change valve 5 slowly until the oil
can be observed through the nozzle hole and read the pressure by pressure gauge 9
as opening pressure. If this pressure has not been obtained the normal value, the spring or
valve unit must be replaced with new one.

Fuel valve opening pressure 35±3 MPa

Note: If the desired pressure is not able to reach and pressure is shown drops, the repeat
operation of lever of change valve is necessary.
 STANDARD DIMENSION, CLEARANCE & SETTING B(b)
S60ME-C
FUEL VALVE P-5-5

E. Pressure test O-ring seals.

(1) If the drain oil flows out from the drain hole of fuel valve head by the fore going test,
the fuel valve is full of oil. Close the drain hole with a drain plug under this
condition.
If the no drain oil flows out from the drain hole, build up the hydraulic oil pressure of
about max. 1 MPa by setting of the regulator , and operate the lever of change
valve until the drain oil flows out from the drain hole.

(2) After confirming that, close the drain hole with a drain plug .

(3) Operate the lever of change valve continuously, increase the hydraulic oil
pressure to about 10 MPa by adjusting of the regulator .
While operating the lever, observe the pressure gauge of hydraulic oil and the oil
leakage from the O-ring part.

(4) After completion of confirming the oil leakage, set the regulator to 0 MPa, and
reduce the oil pressure by slight loosening of the drain plug . After that, remove
the drain plug and fitting the drain tube .

16

Oil pressure: 10MPa

O-ring

F. Dismantling of fuel valve. ×

For safety purposes, the dismantling work must not be commenced until close the stop
valve set the air pressure is 0 MPa by using the regulator , and check there is no
remnant pressure.
 STANDARD DIMENSION, CLEARANCE & SETTING B(c)
S60ME-C
PISTON P-6-1

PISTON Ring groove

Tightening torque : 80 Nm

H1
H2
H3
Chromium-plate
H4 thickness
H1 : 0.3 mm
Gap between piston
H3 : 0.3 mm
crown & skirt 2.0 mm

Tightening torque : 190 Nm

Vertical clearance
Tightening torque : 580 Nm

VERTICAL CLEARANCE
NORMAL HEIGHT OF
STANDARD (NEW) NEW or
RING & RING GROOVE LIMIT
re-established

NO. OF RINGS RING GROOVE GROOVE - RING

- 0.110 + 0.315
TOP 14 14 0.40 ~ 0.45 ~ 0.70 ( 1
- 0.135 + 0.290
H2
- 0.110 + 0.315
2nd,3rd,4th 11 11 0.40 ~ 0.45 ~ 0.70 ( 1
- 0.135 + 0.290

1) Check groove with New Piston Ring & Feeler Gauge and the Groove to be Re-established
if the Clearance becomes more than 0.70 mm due to Groove wear down.
(Free gap 61±6.1mm)

1) Ring Gap at fitting condition

in cylinder liner (New). 5.7 - 6.1 mm
4.0 – 4.4 mm
(Free gap 61±6.1mm)

2) Vertical Clearance between

New Ring & New or Re-established Radial Width Depth of CL Groove (for TOP Ring)
Groove. New 3.5 mm(NEW)
1.8 mm(Worn Limit)
3) Worn Piston Ring to be renewed 20.0 mm
if radial Width or depth of CL groove
is less than right-hand. Worn

18.3 mm (TOP: Controlled Pressure Relief Ring)

17.0 mm (2nd-4th:Oblique)
4) Max. Burn away of Piston Crown
Template
02A71
18 mm
 STANDARD DIMENSION, CLEARANCE & SETTING B(d)
S60ME-C
HIGH PRESSURE PIPE P-7-1

EXHAUST VALVE
1) Tightening the screws diagonally Protection
by spanner. pipe
High press. pipe

TOOL NO. 13A86,13A91 Screw

Tightening torque :
To be tighten in 2 stages
1st :25 Nm, last :53 Nm
(To be cross - tightened)

FUEL VALVE

Two kinds of connection are used for high pressure pipe.

1) Screw in the thrust piece “A” and adjust the length “H” & “L”. TOOL NO. 09D85
2) Apply the heat resistant anti-seize grease on the screw of screw cap “B” and tighten it.
TOOL NO. 09D83,13A91 Tightening torque : 300 Nm
3) Apply the heat resistant anti-seize grease on the screw of screw cap “C” and tighten it.
TOOL NO. 09D83,13A91 Tightening torque : 300 Nm
4) Tighten union nut “D” by spanner.
TOOL NO. 09D84,13A87,13A91 Tightening torque : 300 Nm
Note : Do not add grease between the inner surface of the tightening cone and double wall pipe.
High pressure pipe

To be lubricated

“D” Union nut

Don’t apply lubricant

“C” Screw cap

“B” Screw cap

“A” Thrust piece

To be lubricated
“H”=14 mm

“L”=14 mm

Seat
(Fuel valve side) (Fuel pump side)
 STANDARD DIMENSION & CLEARANCE B(b)
S60ME-C
PISTON & PISTON ROD STUFFING BOX P-8-1

STUFFING BOX
“A”

“B”

“C”

“D”

Tightening torque : 80Nm

“A” Scraper Ring

0.105 ~
0.171

X
“B” Oil Seal Ring
0.129 ~
0.198
8.0
8.0

8.0
“C” Scraper Ring
0.105 ~
0.171

3.0
Lamella 3.0

Groove is not applied 3.0

on lower side

“D” Scraper Ring

0.105 ~
0.171

Lamella View from “X” 3.0 0.2

Groove is applied
on lower side
3.0 0.2 X
 STANDARD DIMENSION & CLEARANCE B(b)
S60ME-C
PISTON & PISTON ROD STUFFING BOX P-8-2

STUFFING BOX RING CLEALANCE & SPRING LENGTH

(Unit: mm)
Ring-end clearance Length for ring springs
New Tolerance New Tolerance
“A” Upmost scraper ring 3.0 × 3 606
“B” Gas seal ring 8.0 × 3 810
“B” Oil seal ring 8.0 × 3 (*1 810 (*2
“C” Middle scraper ring 3.0 × 3 606
“D” Lowermost scraper ring 3.0 × 3 606

*1) It is recommended to replace seal rings and scraper rings when the specified clearance
values has been halved.
*2) If a spring is extended more than 8% from the value given in data, it must be discarded.
It is renewed the springs when the sealing rings and scraper rings are renewed.

STUFFING BOX SCRAPER RING GAPS

When the assembling the four scraper ring

units (consisting of 3 parts), set each gaps Scraper ring gap
by turns.
“C” Scraper ring

“D” Scraper ring

“D” Scraper ring

“D” Scraper ring

STUFFING BOX RING LAMELLA

“A” Scraper ring” “C” Scraper ring “D” Scraper ring
1)The lamella must be installed as the 2)The lamella must be installed as the
chamfered edge is turned to Lower side. chamfered edge is turned to upside.

*Lamella *Lamella
Upside
Lower side
 STANDARD DIMENSION, CLEARANCE & SETTING B(b)
S60ME-C
CYLINDER LINER P-9-1

MEASURING POINT OF CYLINDER LINER

69-T 30 29
32

d1 d2
d3 d4
95
d5

375

d6

375

d7
O-ring (1)
330

d8

330

d9
O-ring (2)
330

d10

595

d11

T (Thickness of piston rod shim): 40 mm

d1~d11 : Measuring points of cylinder liner. TOOL No.03A73

Note : The measuring results of inside diameter at the production is shown in the attached
data sheet. (Inspection results of main parts.)

DIMENSION OF O-RING

LINE DIA. (mm) INSIDE DIA. (mm)

(1) 8.4 0.2 775 8
(2) 7.0 0.18 652 5
 STANDARD DIMENSION, CLEARANCE & SETTING B(b)
S60ME-C
CHAIN & CHAIN WHEEL P-10-1

CHAIN & CHAIN WHEEL ARRANGEMENT

Chain wheel on
gear box
(2×24 teeth)

Main chain
Chain tightening 4”
wheel (2×28 teeth) 118 links×2 lanes

AH

Manoeuvring side Exhaust side

Balancer weights are brought

to a vertical downward position
Seen from Aft side at the following crank angle.
Chain wheel on
crank shaft 4 cyl. eng. : 90 , 270 3
(2×56 teeth) 5 cyl. eng. : 99 , 279 3
6 cyl. eng. : 105 , 285 3
 STANDARD DIMENSION, CLEARANCE & SETTING B(b)
S60ME-C
CHAIN & CHAIN WHEEL P-10-2

TIGHTENING METHOD OF MAIN CHAIN

1. Turn the engine in AHEAD direction (1-2 turns).
Balancer weights are brought to a vertical downward position.
2. Mount the tightening tools. Tool No. 06B61
The studs “B” are mounted through the holes in the beam for guideway and fastened
in the thread holes made in the shaft for chain tightener.
Mount the “C”.
3. Loosen the hydraulic nut “A” positioned towards AFT.
4. Tightening the studs “B” simultaneously by tool “C”.
“C”: Tightening torque: 80 Nm. Tool No. 13A91

FORE side AFT side

First Torque : 20 Nm 20 Nm
Second Torque : 40 Nm 40 Nm
Third Torque : 60 Nm 60 Nm
Fourth Torque : 80 Nm 80 Nm Tightening by 80 Nm to be repeated until
the both studs are certainly tightened by
80 Nm 80 Nm torque 80 Nm.

5. Tightened the hydraulic nut “A” to 150 MPa.

6. Dismantle the tightening tools “B” and “C”.

“A”

“B”

“C”
 STANDARD DIMENSION, CLEARANCE & SETTING B(a)
S60ME-C
TACHO SYSTEM P-10-4

TACHO SYSTEM CHECKING and ADJUSTMENT

1. Turn the crank throw for No.1 Cyl. to TDC. Check the TDC of No.1 Cyl. against the “zero”
degree mark on turning wheel.
2. Check the TDC position with the pin gauge on the crank throw.
TOOL NO. 06B72
3. Check that power is supplied to the Tacho Signal Amplifier box. The LED indicator on TSA-A
lights up when TDC is reached.
4. Turn the engine a further 45 degrees in the engines rotational direction. The LED on TSA-B
should now turn on.
5. Turn the engine to 90 degrees mark on the turning wheel. Check that the pick-up for encoder
reference (MSA) is aligned with the edge of the marker ring.
6. Adjust the distance between sensor tip and the marker to 2.0 0.5 mm.
TOOL NO. 13A75
7. Check Tacho signals by Tacho Function Test (MOP operation).

ANGLE ENCODER

Encoder A

Encoder B

PICK-UP

Clearance
2.0 0.5 mm
 STANDARD DIMENSION, CLEARANCE & SETTING B(a)
S60ME-C
TURBO CHARGER P-11-1

MITSUI – MAN TURBO CHARGER (TYPE TCA66)

10
6a
3c

11

3a
3b

Radial
da di Clearance da di
Gap (mm) da : Outer diameter
Clearance Table [Unit : (mm)] 2 di : Inner diameter
Design Value
Fig.
Designation Gap Clearance
No.
min. max. min. max.
3a bearing bush / turbine shaft ----- ----- 0.05 0.09
3b bearing body / bearing bush ----- ----- 0.25 0.30
3c bearing bush / bearing body ----- ----- 0.26 0.34
6a turbine blade / shroud ring 0.95 1.15 ----- -----
10 compressor wheel / insert piece 1.70 1.90
11 compressor wheel / insert piece 1.20 1.30 ----- -----
 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-1

GENERAL (Alpha ACC)

For the ME engines, the cylinder oil control principle is applied so-called “Alpha Adaptive Cylinder oil
Control (ACC)”

The actual need for cylinder oil quantity varies with the operational conditions such as load and fuel oil
quality. Consequently, in order to obtain the optimal lubrication, the cylinder oil dosage should be
adapted to such operational variations. With the introduction of the electronically controlled lubricator
system, such adaptive lubrication has become feasible.

Intensive studies of the relation between wear and lube oil dosage have revealed that the actual need
for cylinder lubrication follows the amount of fuel being burnt and the fuel quality.

The actual feed rate control should be adjusted in relation to the actual fuel quality being burnt at
a given time. Of course, fuel quality is rather complex. However, studies have also shown that the
sulphur percentage is a good indicator in relation to wear, and an oil dosage proportional to the
sulphur level will give the best overall cylinder condition. Furthermore, the lube oil dosage at part
load should be adjusted proportionally to engine load, as the engine load and fuel oil consumption
are practically proportional.
 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-2

1) Adjustment of cylinder oil feed rate

a) Cylinder oil feed rate
First of all, knowledge of the sulphur percentage of the fuel oil being burnt at any time is a
condition for Alpha ACC.
This means that the cylinder oil feed rate for the Alpha ACC should be readjusted according to
the sulphur percentage analysis results.

Fig.1 shows the relation between sulphur content and Basic Feed Rate at M.C.O.

Basic Feed Rate = Feed Rate Factor × S%

(With regard to choice of cylinder lubrication oil, see P-12-9,6).

Low-sulphur fuel oil High-sulphur fuel oil

(BN40) (BN100)
1.70 Max. Feed Rate
1.60

1.40

1.20

1.00

0.80

0.60 Min. Feed Rate

0.40

0.20

0.00
0 1 1.5 2 3 3.5

Fuel oil Sulphur [%]

Fig.1 Sulphur content and Basic Feed Rate at M.C.O.

 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-3

b) Cylinder oil consumption at specified M.C.O.

The cylinder oil consumption (liter/day/cyl.) at M.C.O. can be calculated as follows:

OUTPUTMCO 24
Q MCO = BS
C 1000

QMCO : Specific cylinder oil consumption at M.C.O. [liter/day/cyl.]

BS : Basic Feed Rate, see above item a) [g/kW h]
: Specific density (guidance value; 0.92) [kg/liter]
C : Number of engine cylinders
OUTPUTMCO : Engine output at specified M.C.O. [kW]

c) Cylinder oil consumption at part load

The cylinder oil consumption at part load will be normally be decreased in proportion to
the ratio between engine output at part load and at M.C.O. (LOAD dependent regulation).

Note that at following condition the LOAD dependent regulation mode is automatically taken
over to SPEED dependent regulation mode:
• LOAD% / SPEED % 40% (25% M.C.O. LOAD on nominal propeller curve)

LOAD dependent regulation

LOAD part
Q part = Q MCO = QMCO (LOAD%)
LOAD MCO

SPEED dependent regulation (after taken over from LOAD dependent regulation)

SPEED part 2
SPEED Part
Q part = Q 25%MCO = Q MCO 0.25 3
SPEED 25%MCO SPEED MCO

Qpart : Cylinder oil consumption at part load [liter/day/cyl.]

Q25%MCO : Cylinder oil consumption at 25% M.C.O. load [liter/day/cyl.]
LOADpart : Engine output at part load [kW]
LOADMCO : Engine output at specified M.C.O. [kW]
LOAD% : LOAD ratio between part load and M.C.O.
= (displayed value in the MOP panel) / 100
SPEEDpart : Engine speed at part load [min-1]
SPEEDMCO : Engine speed at specified M.C.O. [min-1]
SPEED25%MCO : Engine speed at 25% M.C.O. [min-1]

Fig.2a and Fig.2b show the ratio of cylinder oil consumption (%) at part load and partial speed,
when the cylinder oil consumption (liter/day/cyl.) at M.C.O. is 100%.
 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-4

Fig.2a: Cylinder oil consumption rate at partial load

Fig.2b: Cylinder oil consumption rate at partial speed

 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-5

A. For the first approx. 15 hours

In order to obtain good initial breaking-in of the cylinder liner and piston ring, the cylinder oil feed
rate should be adjusted to approx. 1.70 g/kWh ( liter/day/cyl.).
In order to set the required feed rate, set the MOP parameters as follows:

Feed Rate Factor : 0.40 x 100/BN [g/kWhS%]

S% : Sulphur content in fuel oil [wt%]
Min. Feed Rate : 1.70 [g/kWh]
Feed Rate Adjust Factor : 1.00
Running In : Off
BN (Base Number): Alkalinity of cylinder oil, see Item P-12-9,6).

The load on main engine during first 0-15 hours of breaking-in period should be increased
carefully as below.

94% 97% 99% 100%

100 86% 88% 91%
78% 80% 83%
67% 73%
90 61%
51%
80
37%
70
60
Speed%

50
6% MCR load
40

30

20

10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Hours
 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-6

B. After 15 hours
After 15 hours, Basic Feed Rate can be adjusted according to actual sulphur contents and
alkalinity of cylinder oil.
After changing the fuel oil, Basic Feed Rate should be adjusted, and the cylinder observation
should be carried out and the cylinder condition should be proved satisfactory.

A feed rate can be adjusted as shown in P-12-7 or P-12-8 (Fig.3a or Fig.3b).

In order to set the required feed rate, set the MOP parameters as follows:

Feed Rate Factor : See below value (Table 1) [g/kWhS%]

S% : Sulphur content in fuel oil [wt%]
Min. Feed Rate : See below value (Table 1) [g/kWh]
Feed Rate Adjust Factor : 1.00
Running In : Off

Before reduction toward lower feed rate, the cylinder observation should be carried out and the
cylinder condition should be proved satisfactory.

Table 1: Basic Feed Rate during and after Breaking-in (at M.C.O.)
Basic Feed Rate = Feed Rate Factor × S%
Feed Rate Factor Feed Rate Factor Feed Rate Factor Min. Feed Rate
Service hours
[g/kWhS%] e.g. BN100 e.g. BN40 [g/kWh]
0 – 15 1.70

15 – 100 1.50

100 – 200 1.30

0.40 × 100/BN 0.40 1.00
200 – 300 1.10

300 – 400 0.90

400 – 500 0.70

500 – 1100 0.40 × 100/BN 0.40 1.00

1100 – 1700 0.36 × 100/BN 0.36 0.90

1700 – 2300 0.32 × 100/BN 0.32 0.80

0.60
2300 – 2900 0.28 × 100/BN 0.28 0.70

2900 – 3500 0.24 × 100/BN 0.24 0.60

after 3500 0.20 × 100/BN 0.20 0.50

BN (Base Number): Alkalinity of cylinder oil, see Item P-12-9,6).

 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-7

The below-mentioned reduction schedule is guidance, the actual feed rate and its period should
be adjusted based on the actual cylinder condition and fuel oil sulphur content.

Before changing the feed rate, the cylinder observation should be carried out and it should be
confirmed that the cylinder condition is good enough. After changing the feed rate, the cylinder
condition should be inspected at the next engine standstill condition.
In order to prevent the excessive wear of the cylinder liner and the piston ring, the sudden
reduction of the feed rate is to be avoided at the initial breaking-in period.

Basic Feed Rate

[g/kWh]

Cylinder oil
feed rate Breaking-in ACC familiarisation schedule
(liter/day/cyl.)
Max. Feed Rate
( ) 1.70

( ) 1.60 (*)

: Reduction based upon

( ) 1.50 observation

( ) 1.40

( ) 1.30

( ) 1.20

( ) 1.10

( ) 1.00 0.40×S%

0.36×S%
( ) 0.90
0.32×S%
( ) 0.80
0.28×S%

( ) 0.70 0.24×S%

0.20×S%
( 22.8 ) 0.60
Min. Feed Rate

( 19.0 ) 0.50

( 15.2 ) 0.40
15 100 200 300 400 500 1100 1700 2300 2900 3500

Service hours

Fig.3a: Guidance schedule of Basic Feed Rate at M.C.O.(for BN100)

 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-8

Basic Feed Rate

[g/kWh]

Cylinder oil
Breaking-in ACC familiarisation schedule
feed rate
(liter/day/cyl.)
Max. Feed Rate
( ) 1.70

(*)
( ) 1.60
: Reduction based upon
( ) 1.50 observation

( ) 1.40

( ) 1.30

( ) 1.20

( ) 1.10
1.00×S%
( ) 1.00
0.90×S%

( ) 0.90 0.80×S%

0.70×S%
( ) 0.80
0.60×S%
( ) 0.70
0.50×S%

( 22.8 ) 0.60
Min. Feed Rate

( 19.0 ) 0.50

( 15.2 ) 0.40
15 100 200 300 400 500 1100 1700 2300 2900 3500

Service hours

Fig.3b Guidance schedule of Basic Feed Rate at M.C.O.(for BN40)

 MANUAL FOR TIMING ADJUSTMENT C(b)
S60ME-C
CYLINDER LUBRICATOR(ALPHA ACC) P-12-9

2) When cylinder liner or piston ring in a particular unit is renewed.

The same adjusting/reducing procedure for feed rate should be applied to renewed unit.
And also load control on main engine for initial breaking-in period should be applied.

3) During start and manoeuvring, the cylinder oil feed rate will automatically be multiplied by 1.25 of
actual Feed Rate. Upper limit for automatic extra lubrication is 1.70 g/kWh.

4) If abnormal cylinder conditions are found, adjustment of feed rate should be considered. It is
recommended to contact the engine builder for advice:
- In case of scuffing or sticking piston rings, raise the feed rate and lower the maximum
combustion pressure and engine load.
The Running-In field at MOP screen “Cylinder Lubrication” should be set so as to obtain
1.4 g/kW/Hr of feed rate onto the corresponding cylinder.
Maintain this over-lubrication until the cause of the problem has been eliminated, and the
cylinder observation proved that a safe condition has been re-established.
As soon as the situation has been stabilised, set the feed rate back to normal.
- In case of high corrosive wear, the Feed Rate Factor is to be increased to highest value of
0.40 x 100/BN.
When the wear has been confirmed as normal, find the new adequate feed rate by repeating
the stepwise reduction. Stepwise reduction of Feed Rate Factor is to be 0.02 x 100/BN.

5) Pre-lubrication should be carried out before starting the main engine by the following procedure:
Pressing the [Prelube] button on the MOP panel (“Cylinder Lubricators” screen), the re-lubrication
will be started immediately.
Pre-lubrication will be stopped automatically after pre-set times (normally 12)

6) Choice of cylinder lubrication oil

First of all, knowledge of the sulphur percentage of the fuel oil being burnt at any time is a
condition for Alpha ACC.
This means that the cylinder oil feed rate for the Alpha ACC should be readjusted according to the
sulphur percentage analysis results.
Generally, cylinder oil with low-alkalinity is used for low-sulphur fuel oil, and cylinder oil with
high-alkalinity is used for high-sulphur fuel oil, see below table.2 as guidance.

Table 2: Choice of cylinder lubrication oil

Low-sulphur fuel oil
BN15–40
(S%: < 1.5 wt%)
High-sulphur fuel oil
BN100
(S%: 1.5–3.5 wt%)
Viscosity grade SAE 50
BN (Base Number): Alkalinity of cylinder oil
 MANUAL FOR TIGHTENING – UP MAIN PART D(a)
S60ME-C
TIGHTENING TABLE P-13-1

TIGHTENING BY HYDRAULIC OIL JACK

TIGHTENING
No. ITEM Tool No. REMARKS
OIL PRESS.
J:01A01
1 Nut for cyl. cover 150MPa cf. P-15-1
F:01A02
J:08A01
2 Nut for exh. valve 150MPa
F:08A02
J:08A06
3 Nut for exh. valve spindle 150MPa
F:08A07
Nut for exh. valve actuator J:08D01
4 150MPa
/ fuel oil press. booster F:08D02
J:04A01
5 Nut for crosshead bearing 150MPa
F:04A02
Nut for axial vibration damper
J:05C01
6 / moment conpensator 150MPa
F:05C02
/ tuning wheel
J:04B01
7 Nut for crank pin bearing 150MPa
F:04B02
J:05A01
F:05A02
8 Nut for main & thrust bearing 150MPa S:05A04 cf. P-14-1
J:05A06
N:05A09
Nut for segment stopper J:05B01
9 150MPa
/ holding down bolt F:05B02
J:04B01
10 Nut for chain tightener 150MPa
F:06B07
J:12A01
11 Nut for stay bolt 150MPa
F:12A02
J:24B01
12 Nut for end chocks bolt 150MPa
F:24B02
J:04B01
13 Nut for shaft coupling 150MPa
F:05H02

*Tool No.--------------------J : Jack, F : Foot, S : Stud, N : Nut

Remarks
1) When dismantling nut, it may be necessary to increase ab. 5.0 MPa more that the
above pressures. However, not to exceed 110 % of the above pressure.
2) The oil used must be pure hydraulic oil or turbine oil (with a viscosity of about SAE 20).
Oils such as, for instance, lubricating oil (system oil) or cylinder lubricating oil must not
be used, as these oils are normally alkaline and can thus damage the backup rings.
3) In case used light oil (gas oil) and so on, special attention is necessary for
anti-corrosions in the hydraulic jack and pump after used.
 MANUAL FOR TIGHTENING - UP MAIN PART D(b)
S60ME-C
TIGHTENING TABLE P-13-2

PISTON, PISTON ROD, CROSSHEAD & CONNECTING ROD

Tightening torque : 80 Nm

Tightening torque : 190 Nm

Tightening torque : 580 Nm

Tightening torque : 70 Nm

Screwing-in torque : 500 Nm

Tightening hydraulically : 150 MPa

Tightening torque : 70 Nm

Tightening torque : 590 Nm

Tightening torque : 175 Nm

Tightening torque : 350 Nm

Tightening torque : 785 Nm

Screwing in torque : 500 Nm

Tightening hydraulically : 150 MPa

 MANUAL FOR TIGHTENING-UP MAIN PART D(c)
S60ME-C
STARTING VALVE & MAIN BEARING TIGHTENING P-14-1

STARTING VALVE TIGHTENING

To get even surface pressure distribution,

B A
fitting nuts to be tightened in the following method.
1) Valve seat of starting valve and cylinder cover
to be cleaned.
2) Nut A , B to be tightened.
( finger tight )
3) Nut A to be tightened by 110 N.m.
4) Nut B to be tightened by 110 N.m.
5) Nut A to be tightened by 320 N.m.
6) Nut B to be tightened by 320 N.m.
In a case when the valve seat is of
uneven surface pressure distribution,
gas leakage might occur from the valve seat.

TOOL NO. 07A85

MAIN BEARING TIGHTENING

1) To get uniform tighteness on each upper-cap, 4 stud bolts should be tightened at

the same time by 150 MPa.

Distributor
Cap

TOOL NO.13A05

TOOL NO.05A01, 02, 04, 06, 09

 MANUAL FOR TIGHTENING PART D(b)
S60ME-C
CYL. COVER TIGHTENING DEVICE P-15-1

CYL. COVER TIGHTENING METHOD

1. Install the packing on the seat of cylinder liner.

DO NOT USE ANTI-SEIZURE PASTE BETWEEN COVER/GASKET/LINER.
GASKET TO BE BONDED IN OUTER DIAMETER TO CYLINDER LINER BY SPOT
OF ADHESIVE AGENT.
2. Apply the anti-seizure paste on the nuts and thread of tightening stud.
3. Tighten 8 nuts at the same time.

TOOL No.01A01/02,13A06/09

Oil press.
150 MPa
Hydraulic pump
 LIST OF MAIN PART’S WEIGHT E(b)
S60ME-C
CYLINDER COVER EXHAUST VALVE P-16-1

CYLINDER COVER

*For lifting the engine components during overhauling/assembling,

eyebolts supplied from engine builder (TOOL No.13A20) are to be used.

Exh. Valve Complete : 864 kg

Cyl. Cover : 1721 kg
Fuel Valve (2 sets) : 10x2 kg
Starting Valve : 36 kg
Cyl. Cover Complete : 2641 kg
(Exh. V., F.V., Start V.)

EXHAUST VALVE

Hydraulic Cyl. : 105 kg

Valve Spindle : 70 kg
Valve Seat : 98 kg
Valve Housing : 405 kg
Exh. Valve Complete : 864 kg
 LIST OF MAIN PART’S WEIGHT E(C)
S60ME-C
PISTON & CROSSHEAD P-17-1

PISTON
Piston complete: 1561 kg
Stuffing box complete: 101 kg
Lifting tool: 33 kg
Distance piece: 2×2.5 kg
Total: 1700 kg

TOOL No.02A11, 02B55

Crosshead pin: 1205 kg

Guide shoe (1 set): 467 kg
Lifting tool: 11 kg
Total: 1683 kg

TOOL No.04A15

CROSSHEAD
 LIST OF MAIN PART’S WEIGHT E(c)
S60ME-C
CYLINDER LINER & CONNECTING ROD P-18-1

CYLINDER LINER

Cyl. liner : 2907 kg

Cooling jacket : 181 kg
Other parts : 45 kg
Lifting tools : 52 kg
Total : 3185 kg

LIFTING TOOL NO. 03A12, 03A15

CONNECTING ROD

Connecting rod : 1663 kg

Crosshead bearing : 42 kg
(Lower shell)
Crank pin bearing : 34 kg
(Upper shell)
Lifting for attachment : 2×6 kg
Total : 1751 kg

LIFTING TOOL NO. 04B12

 LIST OF MAIN PART’S WEIGHT E(g)
S60ME-C
CRANK PIN AND TURBO CHARGER P-19-1

CROSSHEAD PIN BEARING & CRANK PIN BEARING

Crank pin bearing : 254 kg Crosshead pin bearing : 238 kg

(Cap, Lower Shell & studs) (Cap & Upper Shell)
TURBO-CHARGER

Silencer Volute Compressor Rotor Gas inlet

TYPE
complete casing wheel shaft pipe

TCA55 370 500 40 90 240

TCA66 550 840 80 130 425

TCA77 1000 1400 130 220 690

TCA88 1700 2250 200 370 1000

Unit: kg

Compressor Rotor shaft

wheel Gas inlet pipe

Silencer complete Volute casing

 LIST OF MAIN PART’S WEIGHT B(d)
S60ME-C
OTHER PARTS P-20-1

* For lifting the engine components during overhauling / assembling, eyebolts supplied from
engine builder (TOOL NO. 13A20) are to be used.

(Unit : kg)
No. ITEM WEIGHT REMARKS
1 Tie bolt with guide bush 110

2 Fuel oil press. booster for HCU 243

3 Distributor block for HCU 500

4 Hydraulic exh. actuator for HCU 98

5 Multi way valve (FIVA valve) for HCU 46

6 Lubricator for HCU 29

7 High press. pipe for HCU 5 / 8 / 11

8 Fuel oil high press. pipe 14/25

9 High press. pipe for exh. valve actuator 47

10 Main starting valve with non-return valve 410

11 Main chain complete (2 Lanes) 1069

12 Gearbox complete 4240

13 Accumulator block complete 464

14 Main bearing cap (1 piece) 470

15 Main bearing upper shell 35

16 Main bearing lower shell 36

17 Thrust pad stopper (1 piece) 47 / 37

18 Thrust pad (1 piece) 44

19 Turning Gear 1100

20 Aux. blower (1unit) 488

21 Mist catcher complete 124

22 T/C Complete (TCA66) 5350

23 Start up Pump 1unit) 238

 OPERATION & CONTROL F(a)
S60ME-C
GOVERNOR LOAD LIMIT P-21-1
Limit by Scavenging Air Pressure
 OPERATION & CONTROL F(a)
S60ME-C
GOVERNOR LOAD LIMIT P-21-2
Limit by Engine Speed
 OPERATION & CONTROL F(b)
S60ME-C
ENGINE PROTECTING DEVICE P-22-1

SAFETY VALVE SETTING TABLE

(Unit: MPa)

PART’S NAME SETTING PRESSURE

SAFETY VALVE FOR CYLINDER 23.0

SAFETY VALVE FOR SCAV. AIR RECEIVER 0.50

SAFETY VALVE FOR CRANK CASE 0.005

SAFETY VALVE FOR THRUST CASE 0.005

RUPTURE DISC FOR STARTING AIR 6.0

RELIEF VALVE FOR HYDRAULIC POWER

31.0
SUPPLY (POS.310)
RELIEF VALVE FOR HYDRAULIC POWER
31.5
SUPPLY (POS.311)
RELIEF VALVE FOR START UP ELECT.
22.5
DRIVEN PUMP(POS.312)

REVOLUTION DETECTING UNIT

ITEM STE VALUE REMARKS

Over speed 92 min-1 Shut down

RUPTURE DISC COVER

BOLT
Tightening torque : INNER PIPE
To be tighten in 2 stages
DISC
1st :40Nm, 2nd :120Nm
(To be cross-tightened) NUT

. TOOL NO. 13A86, 13A91

 OPERATION & CONTROL F(a)
S60ME-C
ENGINE PROTECTING DEVICE P-22-3

THERMAL & PRESS.SWITCH SETTING TABLE

(Mark is applied for this engine)
ITEM SHUT DOWN SET SLOW DOWN SET REMARKS
Cylinder cooling F.W.
0.27 MPa
inlet press.
Cylinder cooling F.W.
diff.press.(in/out)
Main L.O. inlet low press 0.12 MPa 0.14 MPa
Piston cooling oil inlet
low press.
Non-cancellable
Hydraulic oil low press. 0.05 MPa shut down
Cancellable
Hydraulic oil large leakage --- shut down
Non-cancellable
Hydraulic HP oil low press. 17.0 MPa shut down

T/C L.O. inlet low press.

Cylinder cooling F.W.
98
outlet high temp.
Main L.O. inlet high temp.
Piston cooling oil outlet
75
high
hi h ttemp.
T/C L.O. outlet high temp.
Exh. gas cyl. outlet
450
high temp.
Exh. gas cyl. outlet
60
dev. temp from average
Scavenging box fire 120

Thrust pad high temp. 75

Main bearing shell
high temp.
Emergency manual stop
Oil mist high density slow down
Piston cooling oil non-flow slow down
Others
Slow down from EICU
Stern tube bearing high temp. slow down

Note : Press. setting at 1m above the middle platform except Main L.O. & P.C.O. inlet low press.
Main L.O. & P.C.O. inlet low press is valid at 1.8 meter higher than crank shaft.
 OPERATION & CONTROL F(a)
S60ME-C
PRESSURE & TEMPERATURE P-23-1

STANDARD TABLE of PRESSURE & TEMPERATURE

at C.S.O. & M.C.O. LOAD

Press. (MPa) Temp. ( )

Standard Alarm Standard Alarm

Cylinder C.F.W. Inlet 0.42 - 0.52 0.37 - -

Outlet - - 88 - 92 95

Air Cooler C.W. Inlet 0.10 - 0.20 0.05 10 - 32 40

(Sea water) Outlet - - Less than inlet + 27 55

Main Lub. Oil Inlet 0.16 - 0.24 0.16 40 - 47 55

Outlet - - - -

Piston Cooling Oil Inlet 0.17 - 0.25 0.17 - -

Outlet - - - -

Fuel Oil Inlet 0.70 - 1.00 0.65 - -

T/C Lub. Oil Inlet 0.17 - 0.27 0.15 - -

(TCA66) Outlet - - 55 - 80 85

Note:
These pressure values are valid at 1 meter higher than middle platform of main engine except
Main Lub. Oil & Piston Cooling Oil inlet press. alarm.
Main Lub. Oil & Piston Cooling Oil pressure alarm values is valid at 1.8 meter higher than crank shaft.
 OPERATION & CONTROL F(a)
S60ME-C
EMERGENCY RUNNING P -24-1

TURBO CHARGER CUT OFF RUNNING (TCA t ype Turbo charger)

( S ingle tu rbo charger system )

N ote : Recommend the method of CA SE “2 ”

Case 1 (Method b y the ro to r l ock ing)

1 . Dism antle the Silencer, Inser t piece.

2 . Lock the ro tor wi th the lock ing tool . Tool No. 596A018
3 . Stop the Lub. oil b y blind f lange (Fitted on L .O. inlet b ranc h pipe .)
(ref. P-25 -1)

CASE 2 ( Method b y the ro tor d ismantling)

1 . Dismantle the ro to r. (Ref. Inst ruction book “Fit ting and Accessories”)
2 . Fit the seal co vers on the bea ring housing.

Tool No. 596A027, 596A028

3 . Stop the Lub. oil b y blind f lange (Fitted on L .O. inlet b ranc h pipe .)
(ref . P-2 5-1)

CASE 1 CASE 2
Seal cover
No. 596A028
Seal cover
Locking tool No. 596A027
N0. 596A018
 OPERATION & CONTROL F(a)
S60ME-C
EMERGENCY RUNNING P-24-2

CYLINDER CUT OFF RUNNING

FUEL OIL PRESSURE BOOSTER CUT OUT METHOD

1. Press the [Chief Index Limit] button on MOP screen.

2. Set the limiter value on “Chief Index Limit” toolbar to 0 (zero) cuts out the corresponding
cylinder.

EXHAUST VALVE CUT OFF METHOD (CLOSED CONDITION)

1. Press the [Exhaust Valve operation] button on MOP screen.

2. Changes exhaust valve operation to be stopped from “Exhaust Valve Operation” toolbar.
Stopping an exhaust valve with close position must only be performed when the
scavenge air pressure is below 0.09 MPa (0.9 bar).

EXHAUST VALVE CUT OFF METHOD (OPENED CONDITION)

1. Stop the engine.

2. Mount a pressure gauge at “minimess” point No.455 and check the pressure.
TOOL NO. 06I71
3. Close valve No.420 and open valve No.421 on the hydraulic block for the cylinder concerned.
4. Check the hydraulic unit is pressure free.
5. Shut off the oil damper oil supply by closing valve on exhaust valve driving oil inlet pipe.
6. Shut off and disconnect the exhaust valve air supply.
7. Remove the non-return valve in the air cylinder.
8. Check on the MOP panel that the exhaust valve spindle has moved to the open position.
9. Remove the plug screw and mount the tool for emergency opening of exhaust valve.
TOOL NO. 08A60
10. Open the oil damper oil supply by opening valve on exhaust valve driving oil inlet pipe.
11. Reconnect the exhaust valve air supply.

Opening tool

No.420 No.455

No.421

Fig.1 Hydraulic Cylinder Unit

Fig.2 Opening of exhaust valve

 OPERATION & CONTROL F(a)
S60ME-C
EMERGENCY RUNNING P-24-3

ONE AUXILIARY BLOWER CUT OFF RUNNING

If one of the auxiliary blowers becomes inoperative, it is automatically cut out by built-in
non-return valve.
This condition don’t have load limit (turbocharger is not cut off condition).

CYLINDER LUBRICATION IN CASE OF CYLINDER CONTROL UNIT FAILURE

1. Remove the plug from the cylinder lubricator solenoid valve.

2. Connect the plug on the ECU temporary backup cable for lubricator with the solenoid valve.
3. Connect the other end of the ECU temporary backup cable with the ECU A or B MPC board.
(J52)
In case of CCU failure, the engine is running in “Slow Down” mode.

Hydraulic
Cylinder
Unit

Cylinder lubricator

Cable for lubrication back up signal

Multi
Purpose
Controller
for ECU A or B
J52 connection

Fig.1 Emergency operation of cylinder lubrication.

 OPERATION & CONTROL F( b )
S60ME-C
EMERGENCY RUNNING P-25-1

POWER TABLE

A. CYLINDER CUT OFF RUNNING

ONE CYL. CUT OFF *) IN CASE NO COMP.
NO. OF WORKING ON PISTON, MAX.
RUNNING WITH COMP.
CYLINDER r.p.m. to be limit
ON PISTON at 55% of M.C.O..
A 74 min-1
5
b 68 min-1
a : Thermal load restriction
b : Torsional vibration restriction
NOTE : Ref. to INSTRUCTION BOOK “OPRATION” for each case of operating condition.

B. TURBO CHARGER CUT OFF RUNNING

NO. OF WORKING T/C

NO. OF
NO. OF T/C
CYL.
0

6 1 45 min-1

NOTE : Temperature of exh. gas cylinder outlet should not exceed 450 .

OPERATION OF ORIFICE ON T/C L.O. LINE AT T/C CUT OFF RUNNING

TO T/C
ORIFICE

L.O. inlet pipe

ORIFICE

RUNNING
CONDI-
NORMAL T/C CUT OFF
TION
RUNNING RUNNING
T/C TYPE

TCA66 36
CLOSE
(BLIND FLANGE)
 OPERATION & CONTROL F(a)
S60ME-C
EMERGENCY RUNNING P-25-2

LOW LOAD OPERATION

Precautions for low load operation

1) Inspection of exhaust gas way and the cylinder condition.

During the long-term low load operation below 40 % load, soot formation in the scavenge air
way and exhaust gas way may increase and consequently impair the cylinder condition.
Check the engine condition in accordance with following procedure and confirm if the engine
condition is not deteriorated during long-term low load operation below 40 % load.
As a result of inspection, take measures such as shortening of the maintenance and cleaning
interval based on the actual condition.
( ) The term of “long - term” here shows a continuous running for more than 24 hours.

[First time inspection]

Inspection time:
After approx. 24 hours since starting the low load operation.

Inspection part:
All piston crowns (piston ring lands, combustion surface), scavenge air receiver and
scavenge air box.

[Second time inspection and after]

Inspection interval:
Every one week.

Inspection part:
All piston crowns (piston ring lands, combustion surface),
scavenge air receiver and scavenge air box,
turbocharger protection grid (in exhaust gas receiver),
exhaust gas economizer.

2) Engine load – up
During load-term low load operation below 40 % load, the engine load should be increased
periodically (every 12-24 hours) up to 50-75 % load and keep it at least 30 minutes in order to
clean the exhaust gas ways. Turbocharger turbine side cleaning with solid material should
also be carried out during engine load-up.
The engine load should be increase gradually and rapid load up should be avoided.

3) Auxiliary blower and turbocharger adjustment

Auxiliary blowers should always be running below 0.05 MPa of scavenge air pressure.
The continuous running should be avoided in such operating range that the auxiliary blowers
may be continuously switched on or off in order to prevent the damage of motor for
auxiliary blowers and flap valves in the scavenge air manifold.
Adjust the engine load so that the auxiliary blowers are either continuously running or stopping.

4) Jacket cooling water outlet temperature should be kept to be 88-92

5) Running within barred engine speed ranges should be avoided.

(The ship’s specification should be confirmed)

6) Any long-term low load operation below 10 % load should only be carried put under engine
builder’s advice.
 OPERATION & CONTROL F (a)
S60ME-C
TURB O CHAR GER CLE AN ING ( TCA T YPE ) P-26-3

Cleaning Turbine by Solid material

Exhaust Gas Receiver

Turbo Charger

3
A
1
Air
0.5 0.8 MPa

Cleaning Procedure

1) Confirm that the valve 3 is closed firmly.

2 ) B e f o re p o u r i ng so l i d m a te r i a l i n t o t h e f i l l i n g t a n k A ,
open the valve 2 , and then open the valve 1 for 5 10 seconds.
Note : A pipe C and nozzle E may have been clogged
with the residual solid material.
This operation makes it possible to clean them.
3) Close the valve in the order of 2 1
Confirm that the valve 1 is closed.
4) Pour a specified amount of solid material into the filling
tank A from the hopper B after opening the valve 3 , and
close the valve 3 .
5) Open the valves in the order of 1 2 , and then the solid
material is blown into the exhaust pipe through the pipe C
and the nozzle E for about 30 seconds.
6) Close the valves in the order of 2 1 .
* ) I t i s r e c o m m e n d e d t o c a r r y o u t t h e t u r b i n e c l e a n i n g b y s o l i d m a t e ri a l
every 24 – 50 hours.
 OPERATION & CONTROL F(a)
S60ME-C
T UR B OC HA R GE R CLE AN IN G ( TC A T YP E) P-26-4

Cleaning Turbine by Solid Material

Solid Material
1) Formed activated carbon, grained activated carbon and
c rushed nut shel ls are sui table for soli d m aterial .

2) The cleaning effect depends on shape, size, hardness and

specific gravity of solid material.
If they are improperly applied, nozzle vanes and turbine
blades will be damaged.
The suitable si ze of solid material is 1.0 – 1.5 mm.
It must not be larger than 1.5 mm.

Cautions
1 ) D o n o t u s e s o l i d m a t e r i a l m i x e d w i t h w a t e r.

2) If grained activated carbon or crushed nut shells is used,

crush them into specified size pieces. ( 1.0 – 1.5 mm )

3) Do not open any drain valves of exhaust system and

t u r b o c h a r g e r, o t h e r w i s e s o l i d m a t e r i a l w i l l b e b u r s t o u t
through the opening.

4) Be careful whether sparks draw out through chimney or not.

If they are dangerous, stop the cleaning.

5) Surging during cleaning has to be avoided.

If surging occurs, the air supply has to be adjusted by
valve 1 .

Cleaning Condition

Normal operating load of engine.

no load reduction is necessary.

Quantity of solid
Tu r b o c h a r g e r t y p e m a t e ri a l
(liter)

TCA66 1.5

TCA77 2.0

TCA88 2.5
 TE 3X35 6S60ME-C8.2
Power Estimation Sheet

110

100

90
Fuel index

80

70

60

50
0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7
Pme (MPa)

1 MEAN EFFECTIVE PRESSURE(Pme)

1.
Horizontal coordinate from the measured Fuel index.

At the sea trial running, the Fuel index will be adjusted, if necessary.

2. CALCULATION FOR ENGINE OUTPUT (kW)

OUTPUT (kW) =C×Pme×10×Ne×0.7355
-1
WHERE Ne : ENGINE SPEED (MIN )
C : CYLINDER COEFFICIENT 9.226