‫ عبدالحسين حامد عبدالحسين‬: ‫االسم‬

18200509 : ‫رقم التسجيل‬

MAN B&W Diesel’s roots are closely entwined with the early days of the diesel engine
through both its German and Danish branches, respectively MAN and Burmeister & Wain.
Both groups evolved distinctive low speed two-stroke crosshead engine designs before
MAN acquired control of B&W in 1980. MAN subsequently discontinued the development
of its own loop-scavenged engines at

Augsburg and centred all low speed design and R&D operations in

Copenhagen, pursuing the refinement of the MAN B&W uniflow-

.scavenged programme in the shape of the MC series

The prototype, an L35MC model, entered service in 1982 and the first large bore example,
a six-cylinder L60MC engine, was started on the Christianshavn testbed in September 1983.
The full L-MC programme was introduced in 1982 with bore sizes of 350 mm, 500 mm, 600
mm, 700 mm, 800 mm and 900 mm. Refinement of the MC design and the introduction of
new bore sizes (260 mm, 420 mm, 460 mm and 980 mm) and stroke options continued
through the 1980s/ 1990s in line with service experience and market trends. The current
portfolio embraces 11 bore sizes from 260 mm to 1080 mm and K (short stroke), L (long
stroke) and S (super-long stroke) variations, with stroke–bore ratios ranging from 2.44 to
4.2:1 and rated speeds . from 56 rev/min to 250 rev/min

Output demands from around 1100 kW to 97 300 kW are now covered by four- to 14-
cylinder in-line models in the MC programme, whose individual rating envelopes are
illustrated in Figure 10.1. Additions to the portfolio and key parameter refinements over the
years—progressing to Mark 7 versions with mean effective pressures of 19 bar or higher—
are shown in Table 10.1. Performance curves . are typified by those for an S60MC engine
(Figure 10.2) Electronically-controlled ME versions of the 500 mm to 1080 mm bore models
(detailed below) were progressively introduced from . 2001 to offer the same outputs as
their MC engine equivalents Choosing the most appropriate model for a given ship and
propulsion duty is eased by MAN B&W’s Computerized Engine Application

System, which includes an integral speed and power prediction programme

for ships and the corresponding main engine selection programme. Optimized solutions
(bore size, number of cylinders, speed/power ratings) can be determined on the basis of
both technical and economical data input. The system—comprising a number of integrated
sub-programmes which are hierarchically arranged —

facilitates calculations of such parameters as fuel consumption, utilization of exhaust gas

heat and maintenance costs, and allows . economic comparisons of the various options

The layout diagram in Figure 10.3 (in this case for an S60MC engine) shows the area within
which there is full freedom to select the combination of engine power (kW) and speed
(rev/min) that is the optimum for the projected ship and the expected operating profile .
The engine speed (horizontal axis) and engine power (vertical axis)

The scales are logarithmic which means that, in this diagram

exponential curves like propeller curves (3rd power), constant mean effective pressure
curves (1st power) and constant ship speed curves (0.15 to 0.30 power) are straight lines.
The constant ship speed lines, shown at the uppermost part of the diagram, indicate the
power required at various propeller speeds in order to keep the same ship speed, provided
that, for each ship speed, the optimum propeller diameter is used, taking into consideration
the total propulsion

.efficiency

An engine’s layout diagram is limited by two constant mean effective pressure lines L1–L3
and L2–L4, and by two constant engine speed lines L1–L2 and L3–L4. The L1 point refers to
the engine’s nominal maximum continuous rating (mcr). Based on the propulsion and igure
10.2 Performance curves for S60MC engine

engine running points, the layout diagram of a relevant main engine can be drawn in. The
specified mcr point (M) must be inside or on the limitation lines of the layout diagram; if
not, the propeller speed has to be changed or another main engine model must be chosen.
It is only in special cases that point M may be located to the right of . line L1–L2

The specified mcr is the maximum rating required by the yard or owner for continuous
operation of the chosen engine. Point M can be any point within the layout diagram. Once
the specified mcr point has been selected, and provided that the shaftline and auxiliary
equipment are dimensioned accordingly, that point is now the

maximum rating

at which an overload of 10 per cent is permissible for one hour in 12 hours. The continuous
service rating (S) is the power at which the engine is normally assumed to operate; point S is
identical to the service propulsion point (SP) unless a main engine-driven shaft . generator is
installed

All MC engines can be delivered to comply with the IMO speed dependent NOx emission
limits for the exhaust gas, measured according to the ISO 8178 test cycles E2/E3 for heavy
duty diesel engines. NOx emissions from a given engine will vary according to the engine
load and the optimizing power. Specific fuel consumption (sfc) and NOx emission levels are
interrelated parameters and an engine offered with both a guaranteed sfc and the IMO NOx
limitation . will be subject to a tolerance of 5 per cent on the fuel consumption

MC ENGINE DESIGN FEATURES

All MC series engine models are based on the same design principles and aim for simplicity
and reliability, the key elements

: comprising

Bedplate: the rigid bedplate for the large bore engines is built up of longitudinal side
girders and welded crossgirders with cast steel bearing supports. For the smaller bore
engine types the bedplate is of cast iron. It is designed for long, elastic holding-down bolts
arranged in a single row and tightened with hydraulic tools. The main bearings are lined
with whitemetal and the thrust bearing is incorporated in the aft end of the bedplate. The
aft-most crossgirder is therefore designed with ample stiffness to transmit the variable

.thrust from the thrust collar to the engine seating

Frame box: this is a single welded unit for the large bore models and a cast iron unit for the
smaller types, the design contributing to a very rigid engine structure. The frame box is
equipped on the exhaust side with a relief valve and on the camshaft side with a large door
for . each cylinder providing access to the crankcase components Cylinder frame: the cast
iron cylinder frames on the top of the frame box make another significant contribution to
the rigidity of the overall engine structure. The frames include the scavenge boxes which are
dimensioned to ensure that scavenge air is admitted uniformly to the cylinders. Staybolts
are tightened hydraulically to connect the bedplate, the frame box and cylinder frames and
form a very rigid

.unit

Crankshaft: the conventional semi-built, shrink-fitted type crankshaft is provided with a

thrust collar. The sprocket rim for the camshaft chain drive is fitted on the outer
circumference of the thrust collar in order to reduce the overall length of the engine—
except for the high cylinder numbers of the 800 mm bore model and upwards in the
programme, for which the chain drive is located between two cylinders. An axial vibration
damper is integrated on the free end of . the crankshaft

Connecting rod: in order to limit the height of the engines a relatively short connecting rod,
comprising few principal parts, is specified. The large area of the lower half of the crosshead
bearing allows the use of whitemetal or tin–aluminium on the small bore engine models.
Floating guide shoes mean that most of the alignment work formerly required with
crosshead engine pistons can be eliminated. The crankpin bearing for all engine models
features thin shells lined with . whitemetal

Cylinder liner: a simple symmetrical design fosters low lubricating oil consumption and low
wear rates. The liner is bore cooled on the larger engine models and available in two
different configurations— with or without insulation of the cooling water jet pipes—so as to
match the cooling intensity closely to the different engine ratings. The joint between liner
and cover is located relatively low. This arrangement means that a larger part of the heat-
exposed

combustion chamber is contained in the steel cylinder cover rather than in the cast iron
cylinder liner. Smaller bore engines feature a simple slim- type liner without cooling bores.
For both types of liner adequate temperature control of the liner surfaces safeguards against
cold corrosion caused by the condensation of sulphuric acid (originating from the sulphur
content of heavy fuel) and, at the same time, ensures stable lubrication conditions by
preventing excessive temperatures Cylinder cover: a solid steel component provided with
bored passages for cooling water, a central bore for the exhaust valve, and bores for fuel
valves, safety valve, starting valve and . indicator valve

Piston: an oil-cooled piston crown, made of heat-resistant chrome– molybdenum steel, is

rigidly bolted to the piston rod to allow distortion- free transmission of the firing pressure.
The piston has four ring grooves which are hard chrome plated on both upper and lower
surfaces of the grooves. A cast iron piston skirt (with bronze sliding bands on the large bore
engines) is bolted to the underside of the

piston crown

Piston rod: the rod is surface treated to minimize friction in the stuffing box and to allow a
higher sealing ring contact pressure. The piston rod stuffing box provides effective sealing
between the clean Camshaft: the fuel injection pumps and the hydraulic exhaust valve
actuators are driven by the camshaft. Cams are shrink-fitted to the shaft and can be
individually adjusted by the high pressure oil method. Like its predecessors, the MC engine
uses a chain drive to operate the camshaft and thus secures high reliability since a chain is
virtually immune to foreign particles. It also enables the camshaft to be positioned higher,
shortening the hydraulic connections to the fuel valves and the exhaust valves and, in turn,
minimizing timing errors . due to elasticity and pressure fluctuations in the pipe system
Exhaust valve: hydraulic oil supplied from the actuator opens the exhaust valve and the
closing force is delivered by a ‘pneumatic spring’ which leaves the valve spindle free to
rotate. The closing of the valve is damped by an oil cushion on top of the spindle. The
rotation force is provided by exhaust gas acting on vanes fitted to the valve stem. Extended
service life from the valve is underwritten by

Nimonic valve

spindles and hardened steel bottom pieces, specified as standard on the large bore
engines. The bottom piece features patented . ‘chamber- in-seat’ geometry

Fuel pump: larger engine models incorporate pumps with variable injection timing for
optimizing fuel economy at part load; the start of fuel injection is controlled by altering the
pump barrel position via a toothed rack and a servo unit. Individual adjustment can be made
on each cylinder. Additionally, collective adjustment of the maximum pressure level of the
engine can be carried out to compensate for varying fuel qualities, wear and other factors.
Both adjustments can be effected while the engine is running. The pump is provided with a
puncture valve which prevents fuel injection during normal stopping

.and shutdown

Fuel oil system: the engine is served by a closed pressurized fuel oil system, with the fuel
preheated to a maximum of 150∞C to ensure a suitable injection viscosity. The fuel injection
valves are uncooled.

The fuel system is kept warm by the circulation of heated fuel oil ,

.thus allowing pier-to-pier operation on heavy fuel oil Reversing mechanism: the engine is
reversed by a simple and reliable mechanism which incorporates an angularly displaceable
roller in the fuel pump drive of each cylinder. The link connecting the roller guide and the
roller is self locking in the Ahead and Astern positions. The link is activated by compressed
air which has proved to be a very reliable method since each cylinder is reversed
individually. The engine remains manoeuvrable even if one cylinder fails: in such a case the
relevant fuel pump is set to the zero index . position

Shaft generators: all MC engines can be arranged to drive shaft generators. The PTO/RCF
(Renk constant frequency) system is MAN B&W Diesel’s standard configuration for power
take-offs from 420 mm bore models and upwards coupled to a fixed pitch propeller. The
system is mounted on brackets along the bedplate on the exhaust side of the engine. The
generator and its drive are isolated from torsional and axial vibrations in the engine by an
elastic coupling and a tooth coupling mounted on a flange on the free end of the
crankshaft. The drive comprises a three-wheel gear train. To ensure a constant frequency
the planetary gear incorporates a hydraulic speed control arrangement which varies the
gearing ratio. The frequency is kept constant down to 70 per cent of the main engine’s
specified maximum continuous rating speed, corresponding to 30 per cent of the engine’s
specified mcr power, making the system suitable

for fixed pitch propeller installations

The PTO/GCR (gear constant ratio) system is MAN B&W Diesel’s standard solution for
power take-off in plants featuring controllable pitch propellers. The system comprises a
compact unit with a step-up gear coupled directly to the generator which is located above
the

.elastic coupling

Power turbines: larger MC engines (from 600 mm bore upwards) can be specified with a
turbo compound system (TCS) which exploits exhaust energy surplus to the requirements of
a high efficiency turbocharger to drive a power gas turbine (see Chapter 7). For engine loads
above 50 per cent of the optimized power the gas turbine is mechanically/hydraulically
connected to the crankshaft. Power is fed back to the main engine, thus reducing the total
fuel consumption. The standard system, designated TCS/PTI (power take in), is delivered as a
complete unit built on the engine. Also offered is a combined PTO/PTI unit embracing a
power take off with associated generator and a TCS/PTI unit with a power turbine coupled
to the . crankshaft gear

Choice in the mid-bore range (500 mm, 600 mm and 700 mm models) was widened from
1996 by uprated versions supplementing the existing S50MC, S60MC and S70MC engines.
These new

S50MC- C, S60MC-C and S70MC-C models, which share the same design features as the
S46MC-C, are more compact (hence the C-

designation) and offer higher outputs than their established equivalents (an L70MC engine
is shown in Figure 10.9). Stroke–bore ratios were raised from 3.82 to 4:1 and the increased
power ratings correspond to a rise in the mean effective pressure to 19 bar. Supporting the
higher ratings are modified turbocharging and scavenge air systems as well as modifications
of the combustion chamber configuration and bearings. Installation space savings were
achieved by reducing the overall length of the C- engines (by around 1000 mm in the case of
the six-cylinder S50MC-C engine) and the overhauling height requirement compared with
the original designs.

The masses are also lower (by 25 tonnes or 13 per cent for the

6S50MC-C) which yields benefits in reduced vibration excitations.

.The MC-C engines can be 100 per cent balanced VLCC project planners were given a wider
choice with the introduction of a longer stroke 900 mm bore model, the S90MC-T design,
tailored to the propulsion of large tankers. The layout flexibility enables operators to select
maximum continuous speeds between 64 and 75 rev/min in seeking optimum propeller
efficiency. The design parameters (Table 10.3) addressed the key factors influencing the
selection of VLCC propulsion plant, defined by MAN B&W as: the projected ship speed, the
propeller diameter that can be accommodated and engine compactness. A specific fuel
consumption of 159 g/kWh is quoted for a derated S90MC-T engine . served by high
efficiency turbocharger(s)

The dimensions of the S90MC-T engine were required not to exceed those of the 800 mm
bore S80MC series which had established numerous references in the ‘new generation’ VLCC
market. MAN B&W suggests that VLCCs with speed requirements of more than 15 knots can
take advantage of the S90MC-T engine, either as a fullpowered six-cylinder model or as an
economy-rated seven-cylinder model. The S80MC engine, in seven-cylinder form, is
considered an attractive solution for VLCCs required to operate with speeds up to

15 .knots

Refinements also sought to maintain the competitiveness of the S80MC design. Engine
length, and hence engineroom length, represents dead volume and is normally to be
minimized. The S80MC therefore benefited from a remodelling of its bedplate and chain
drive/thrust bearing to shorten the length by 700 mm. The engine can now be pushed
deeper aft into the hull, promoting increased cargo capacity from a given overall ship length
or reduced ship length for the same

SULZER. Active in both four-stroke and two-stroke design sectors, Sulzer’s links with the
diesel engine date back to 1879 when Rudolf Diesel, as a young engineer, followed up his
studies by working as an unpaid workshop trainee at Sulzer Brothers in Winterthur,
Switzerland. The first Sulzer-built diesel engine was started in June 1898. In 1905 the
company built the first directly reversible two-stroke marine diesel engine and, five years
later, introduced a valveless two-stroke engine with an after-charging system and spray-
cooled pistons. Airless fuel injection was applied to . production engines in 1932. and
turbocharging from 1954 Low speed crosshead engine designs from Sulzer after 1956 were
of the single-acting two-stroke turbocharged valveless type employing loop scavenging and
manifested progressively in the RD, RND, RND M, RLA and RLB series. Details of the RL-type,
many of which are still in service, appear at the end of this chapter. A break with that

tradition came at the end of 1981 with the launch of the uniflow-

scavenged, constant pressure turbocharged RTA series with a single . poppet-type exhaust
valve (Figures 12.1 and 12.2)

The original RTA series embraced six models with bore sizes of 380 mm, 480 mm, 580 mm,
680 mm, 760 mm and 840 mm, and a stroke–bore ratio of 2.86 (compared with the 2.1 ratio
of the RL series). These RTA38, RTA48, RTA58, RTA68, RTA76 and RTA84 models—
collectively termed the RTA-8 series—were supplemented in 1984 by the longer stroke RTA-
2 series comprising 520 mm and 620 mm bore models and the RTA84M model. The RTA-2
series was extended again in 1986 by a 720 mm bore model. An uprated 840 mm bore
design, the RTA84C, was introduced in 1988 to offer higher outputs in the appropriate
speed range for propelling large cellular . containerships (Figure 12.3)

A higher stroke–bore ratio (3.47) for the RTA-2 series secured lower engine rotational
speeds and hence higher propulsion efficiencies. The ratings of the RTA-2 engines were
increased in 1987 in line with the power level already offered by the RTA72 model. Various
design improvements, together with higher ratings, were introduced for theRTA-2 series in
1988 at the same time that the RTA84C engine

was launched. A further upgrading of the RTA-2 series—to RTA-2U status— came in 1992,
with a 9 per cent rise in specific power . output

The RTA range was subsequently extended by the introduction in 1991 of the RTA84T
‘Tanker’ engine design, which, with a stroke-bore ratio of 3.75 and a speed range down to
54 rev/min, was tailored for the propulsion of VLCCs and large bulk carriers. The first
production engine entered service in 1994. Even longer strokes (4.17 s/b ratio) were
adopted in 1995/96 for RTA-T versions of the 480 mm, 580 mm and 680 mm bore models
whose key parameters addressed the power and speed demands of bulk carriers up to
Cape-size and tankers up to Suezmax size. These RTA48T, RTA58T and RTA68T designs have
more compact dimensions than earlier models, giving ship designers more freedom to
create short enginerooms, while reduced component sizes and weights facilitate easier
inspection and overhaul. Shipyard-friendly features were also introduced to smooth

.installation

In 1994 Sulzer anticipated demand for even higher single-engine outputs from very large
and fast containerships by announcing the

.RTA96C engine, a short stroke (2.6 s/b ratio) 960 mm bore design RTA engines of all bore
sizes have benefited from continual design

refinements to increase power ratings and/or enhance durability and

reliability, based on service experience. In early 1999 the RTA programme was
streamlined by phasing out some older types (such as the 380 mm bore model) which had
fallen out of demand, a measure also dictated by the need to ensure that all engines could
comply with the IMO Annex VI NOx emissions regulations. In mid-1999 the RTA60C model
was introduced as the first Sulzer engine designed from the bedplate up to embody RT-flex
electronically-controlled fuel injection and exhaust valve actuation

systems. Starting with the 580 mm and 600 mm bore designs, RT-

flex series versions became available as options throughout the RTA . programme (see
section below)

Sulzer came under the umbrella of the Wärtsilä Corporation in 1997, the Finland-based
four-stroke specialist committing to continued development of low speed two-stroke
engines. The current RTA programme, summarized in Figure 12.4, embraces nine bore
sizeshave throughout the entire life of the ship. Every RTA engine

has a layout field within which the power/speed ratio (= rating) can be selected. It is limited
by envelopes defining the area where 100 per cent firing pressure (that is, nominal
maximum pressure) is available for the selection of the contract maximum continuous rating
(CMCR).

Contrary to the ‘layout field’, the ‘load range’ is the admissible area of operation once the
CMCR has been determined. Various parameters have to be considered in order to define
the required CMCR: for example, propulsive power, propeller efficiency, operational
flexibility, power and speed margins, possibility of a main engine-driven generator, and the
ship’s trading patterns.logarithmic so that exponential curves, such as propeller
characteristics (cubic power) and mean effective pressure (mep) curves, are straight lines.
The layout field serves to determine the specific fuel oil consumption, exhaust gas flow and
temperature, fuel injection parameters, turbocharger and scavenge air cooler specifications
for a given . engine

The rating points R1, R2, R3 and R4 are the corner points of the engine layout field. R1
represents the nominal maximum continuous rating (MCR). This is the maximum
power/speed combination available for a particular engine. A 10 per cent overload of this
figure is permissible for one hour during sea trials in the presence of authorized
representatives of the enginebuilder. The point R2 defines 100 per cent speed and 55 per
cent power. The point R3 is at 72 per cent power and speed. The line R2–R4 is a line of 55
per cent powerbetween 72 and 100 per cent speed. Points such as Rx are power/ speed
ratios for the selection of CMCRs required for individual applications. Rating points Rx can
be selected within the entire layout

.field

Sulzer has smoothed the path for selecting the optimum model for a given propulsion
project with its PC computer-based EnSel engine selection program which presents a list of
all the models that fulfil the power and speed requirements, along with their main data. The
program is offered to ship designers, yards, consultants, owners and licensees. The input
data calls for the user to specify the power and speed required, and whether or not an
Efficiency-Booster power turbine system is wanted. The output data then lists the engines
with the appropriate layout fields and details their MCR power, speed and specific fuel
consumption, main dimensions and weight, and other . relevant information

The Wärtsilä Corporation grew from a modest Finnish base in the 1970s to become a world
force in four-stroke engine design and production through the development of its own
medium speed programme and international acquisitions. Enginebuilders absorbed into
the group over the years include Nohab Polar of Sweden, Stork Werkspoor Diesel of The
Netherlands, Wichmann of Norway, the

French companies Duvant-Crepelle and SACM, Echevarria of Spain, . and GMT of Italy

In 1997 Wärtsilä Diesel’s Finnish parent group Metra took a dominant holding in the newly
formed Wärtsilä NSD Corporation, with Fincantieri of Italy taking the remaining minority
share. The new group embraced Wärtsilä Diesel, New Sulzer Diesel and Diesel Ricerche
(Fincantieri’s R&D arm) as well as Grandi Motori Trieste (GMT), the enginebuilding division
of Fincantieri, which became a fully owned subsidiary in January 1999. The New Sulzer
Diesel element brought the significant Swiss- designed low and medium speed engine
portfolio under the Wärtsilä umbrella. Wärtsilä Corporation’s medium speed engine
production is now based in . Finland and Italy

Wärtsilä Diesel laid the groundwork for its international growth in the early 1970s by
deciding to develop a 320 mm bore medium speed engine designed from the outset for
operation on heavy fuel. The resulting Vasa 32 engine was tested at end-1976 and the first
production model delivered in 1978. The design supplemented the company’s established
smaller bore marine diesel oil-burning Vasa

22 series and helped to pioneer heavy fuel-burning medium speed

.engines for propulsion and auxiliary power

Underwriting the Vasa 32 design’s pier-to-pier heavy fuel burning capability were a number
of innovations which have since become standard medium speed engine practice: nodular
cast iron pistons; forced exhaust valve seat cooling to combat valve burning; an inverse
cooling system to foster heavy fuel operation in the low-load range; a high injection
pressure for improved combustion; and a cylinder liner design with temperature control
preventing corrosion

and deposit formation

Wärtsilä Diesel’s medium speed engine programme was progressively extended in the
1980s and 1990s with smaller and larger bore heavy fuel-burning models to create the
current programme outlined in Table 27.1. The more recent designs are the Wärtsilä 32 (a
more modern longer stroke derivative of the Vasa 32), the Wärtsilä 64 (the world’s most
powerful medium speed engine) and the Wärtsilä 50DF dual-fuel engine (derived from the
Wärtsilä 46 design). Wärtsilä 32 and Vasa 32 engines are produced at the Vaasa factory in
Finland, while another Finnish factory, at Turku, manufactures Wärtsilä 46 engines; the
Wärtsilä 26, 38 and 64 . engines are assigned to Wärtsilä Italia in Trieste

The various designs introduced features now widely used by other four-stroke
enginebuilders, Wärtsilä citing: side-mounted one-cylinder camshaft sections; four cylinder
head bolts for large engines; 1500 bar-plus fuel injection pressure; and a ‘hot box’ for fuel
injection pumps and pipes. Advanced machining systems allowed comprehensive
integration of fluid systems within the engine block and the creation of multi-functional
structural elements, significantly . reducing the overall number of components

Maximum cylinder pressure limits beyond 200 bar have been pursued by the company ,
exploiting nodular cast iron piston skirts with forced piston skirt lubrication: part of the oil
for cooling the piston crown is forced out through four nozzles leading to an annular oil
distribution groove, fostering well-controlled lubrication and hence increased reliability and
reduced liner wear. Thick-pad bearing technology has . benefited engines operating with
high cylinder pressures A three-ring piston pack is standard for Wärtsilä engines as is an
anti-polishing ring at the top of the cylinder liner . The function of the

.latter ring is to calibrate the carbon deposits on the

Tier III NOx-Abatement Engine Orders

Pass 2,000 Mark

Exhaust Gas Recirculation and Selective Catalytic Reduction systems slash

NOx and optimise efficiency

MAN Energy Solutions’ Two-Stroke Business has announced that it has surpassed

2,000 orders for IMO MARPOL Annex VI NOX Tier III-compliant technologies for its

portfolio of MAN B&W two-stroke engines. The new milestone occurs just over a

year after the company announced the passing of the 1,000 milestone in January

2021.
Bjarne Foldager – Senior Vice President and Head of Two-Stroke Business – MAN

Energy Solutions, said: “This welcome milestone is built on the experience we

have gathered over the past decade. Our fully-mature EGR and SCR systems

deliver Tier III NOx-compliance and improve engine performance in terms of

increased fuel efficiency and lower, general emissions. Our ability to treat a ship as

a complete system gives us a clear market advantage that enables us to prioritise

environmental considerations and system integration.”

Among other statistics, MAN Energy Solutions reports:

Determined by bore size, 50- and 60-bore MAN B&W engines account for

most NOx solutions (37%);

EGR accounts for 724 vs 1,292 SCR solutions.

Furthermore, the company reports that some 67 engines were equipped with

EcoEGR, representing about 9% of all EGR solutions. EcoEGR is a tuning method

that lowers fuel consumption by recirculating a small amount of exhaust gas while

operating in Tier II.

Foldager added: “Considering how NOx Tier III limits were only introduced in 2016,

shipping has come a long way in a short period of time. MAN Energy Solutions is

rightly proud to have brought three technologies – in the form of EGR, and low-

and high-pressure SCR variants – to market such that every owner and ship

designer can select what best fits their individual project.”

In relation to EGR, Stig B. Jakobsen – Senior Manager, Two-Stroke Operation –

MAN Energy Solutions, said: “More than ten years of service experience with our

EGR design has enabled us to introduce refinements and optimisations. The latest

design is a perfect example of such optimisation since we employ our fourth-

generation EGR in our low-pressure, dual-fuel ME-GA engine. EGR has become

an integral tuning tool for each of our low-speed engines and its maturity will allow

us to further explore the potential for optimising engine performance well into the

future.”
NOx solutions

Exhaust Gas Recirculation (EGR) prevents the formation of NOx by controlling the

combustion process, while Selective Catalytic Reduction (SCR) uses a catalyst and

an additive to remove the NOx generated by the combustion process as an after-

treatment process.

Uniquely for the two-stroke sector, MAN Energy Solutions offers both EGR and

SCR as proprietary NOx solutions. The company has long experience with EGR

technology and reported its first order already in 2011, while its own in-house-

developed SCR-HP (-High Pressure) won its first order in January 2019. This

features a drastically reduced reactor-size, compared to rival systems, to which

MAN Energy Solutions has been providing system approval since 2014.

Methanol-fuelled, MAN B&W LGIM engines have a special feature as explained by

Kjeld Aabo – Director of New Technologies – MAN Energy Solutions: “Through the

use of water emulsion in the methanol, we are able to reach Tier III levels in

methanol fuel-mode, completely removing the need for a dedicated NOx-abatement

technology. Our introduction of this on our G50-LGIM engine gains us highly

valuable service experience – especially in the methanol-carrier segment – while

we see a very clear demand for full Tier III-compliance across all fuel types outside

this segment by means of EGR.”

Concept of the ME engine

The ME engine concept consists of a hydraulic-

mechanical system for activation of the fuel injec-

tion and the exhaust valves. The actuators are

electronically controlled by a number of control

units forming the complete Engine Control Sys-

tem.

MAN Diesel & Turbo has specifically developed

both the hardware and the software in-

house, in

order to obtain an integrated solution for the En-

gine Control System.

The fuel pressure booster consists of a simple

plunger powered by a hydraulic piston activated

by oil pressure. The oil pressure is controlled by

an electronically controlled proportional valve.

The exhaust valve is opened hydraulically by

means of a two-

stage exhaust valve actuator

activated by the control oil from an electronically

controlled proportional valve. The exhaust valves

are closed by the ‘air spring’.

In the hydraulic system, the normal lube oil is used

as the medium. It is filtered and pressurised by a

Hydraulic Power Supply unit mounted on the en-

gine or placed in the engine room.

The starting valves are opened pneumatically by

electronically controlled ‘On/Off’ valves, which

make it possible to dispense with the mechani-

cally activated starting air distributor.

By electronic control of the above valves accord-

ing to the measured instantaneous crankshaft po-

sition, the Engine Control System fully controls the

combustion process.

System flexibility is obtained by means of different

‘Engine running modes’, which are selected either

automatically, depending on the operating condi-

tions, or manually by the operator to meet specific

goals. The basic running mode is ‘Fuel economy

mode’ to comply with IMO NOx

emission limita-

tion.

Engine design and IMO regulation compliance

The ME-C engine is the shorter, more compact

version of the ME engine. It is well suited wherever

a small engine room is requested, for instance in

container vessels.

For MAN B&W ME/ME-C-TII designated engines,

the design and performance parameters comply

with the International Maritime Organisation (IMO)

Tier II emission regulations.

For engines built to comply with IMO Tier I emis-

sion regulations, please refer to the Marine Engine

IMO Tier I Project Guide.

fuel optimisation

NOx

regulations place a limit on the SFOC on

two-stroke engines. In general, NOx

emissions will

increase if SFOC is decreased and vice versa. In

the standard configuration, MAN B&W engines are

optimised close to the IMO NOx

limit and, there-

fore, NOx

emissions may not be further increased.

The IMO NOx

limit is given as a weighted average

of the NOx

emission at 25, 50, 75 and 100% load.

This relationship can be utilised to tilt the SFOC

profile over the load range. This means that SFOC

can be reduced at part load or low load at the

expense of a higher SFOC in the high-load range

without exceeding the IMO NOx

limit.

Optimisation of SFOC in the part-load (50-85%)

or low-load (25-70%) range requires selection of a

tuning method:

• ECT: Engine Control Tuning

• VT: Variable Turbine Area

• EGB: Exhaust Gas Bypass

• HPT: High Pressure Tuning

Each tuning method makes it possible to optimise

the fuel consumption when normally operating at

low loads, while maintaining the possibility of op-

erating at high load when needed.

The tuning methods are available for all SMCR in

the specific engine layout diagram but they can-

not be combined. The specific SFOC reduction

potential of each tuning method together with

full rated (L1

/L3

) and maximum derated (L2/L4

) is

shown in Section 1.03.

For K98 engines, high-load optimisation is not a

relevant option anymore and only ECT, EGB and

HPT are applicable tuning methods for part- and

low-load optimisation.

Otherwise, data in this project guide is based on

high-load optimisation unless explicitly noted. For

part

Extended load diagram for ships operating in extreme heavy running conditions

When a ship with fixed pitch propeller is operat-

ing in normal sea service, it will in general be

operating in the hatched area around the design

propeller curve 6, as shown on the standard load

diagram in Fig. 2.04.02.

Sometimes, when operating in heavy weather, the

fixed pitch propeller performance will be more

heavy running, i.e. for equal power absorption of

the propeller, the propeller speed will be lower

and the propeller curve will move to the left.

As the low speed main engines are directly cou-

pled to the propeller, the engine has to follow the

propeller performance, i.e. also in heavy running

propeller situations. For this type of operation,

there is normally enough margin in the load area

between line 6 and the normal torque/speed limi-

tation line 4, see Fig. 2.04.02. To the left of line 4

in torque-

rich operation, the engine will lack air

from the turbocharger to the combustion process,

i.e. the heat load limits may be exceeded and

bearing loads might also become too high.

For some special ships and operating conditions,

it would be an advantage -

when occasionally

needed -

to be able to operate the propeller/main

engine as much as possible to the left of line 6,

but inside the torque/speed limit, line 4.

Such cases could be for:

• ships sailing in areas with very heavy weather

• ships operating in ice

• ships with two fixed pitch propellers/two main

engines, where one propeller/one engine is de-

clutched for one or the other reason.

The increase of the operating speed range be-

tween line 6 and line 4 of the standard load dia-

gram, see Fig. 2.04.02, may be carried out as

shown for the following engine Example with an

extended load diagram for speed derated engine

with increased light running.

Extended load diagram for speed derated en-

gines with increased light running

The maximum speed limit (line 3) of the engines is

105% of the SMCR (Specified Maximum Continu-

ous Rating) speed, as shown in Fig. 2.04.02.

However, for speed and, thereby, power derated

engines it is possible to extend the maximum

speed limit to 105% of the engine’s nominal MCR

speed, line 3’, but only provided that the torsional

vibration conditions permit this. Thus, the shaft-

ing, with regard to torsional vibrations, has to be

approved by the classification society in question,

based on the extended maximum speed limit.

When choosing an increased light running to be

used for the design of the propeller, the load dia-

gram area may be extended from line 3 to line 3’,

as shown in Fig. 2.04.03, and the propeller/main

engine operating curve 6 may have a correspond-

ingly increased heavy running margin before ex-

ceeding the torque/speed limit, line 4.

A corresponding slight reduction of the propel-

ler efficiency may be the result, due to the higher

propeller design speed used.

The examples shown in Fig. 2.09 and 2.10 are

valid for a standard high-load optimised engine.

The following Diagrams a, b and c, valid for fixed

pitch propeller (b) and constant speed (c), respec-

tively, show the reduction of SFOC in g/kWh, rela-

tive to the SFOC for the nominal MCR L1

rating.

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

SMCR point M.

Point M is drawn into the above-

mentioned Dia-

grams b or c. A straight line along the constant

mep curves (parallel to L1

L3

) is drawn through

point M. The intersections of this line and the

curves indicate the reduction in specific fuel oil

consumption at 100, 80 and 50% of the SMCR

point M, related to the SFOC stated for the nomi-

nal MCR L1

rating.

An example of the calculated SFOC curves are

shown in Diagram a, and is valid for an engine

with fixed pitch propeller, see Fig. 2.10.01.

For examples based on part-load and low-load

optimised engines, please refer to our publication:

SFOC Optimisation Methods

For MAN B&W Two-stroke IMO Tier II Engines

which is available
Stroke’ → ’Technical Papers’.

SFOC calculations can be made in the CEAS ap