project guide m32c genset - stet · project guide m32c genset ... 500 kw bmep: 25.9 bar...

M 32 CProject Guide • Genset

Proj

ect G

uide

M32

C G

ense

t

E x c e l l e n c e o n B o a rdE x c e l l e n c e o n B o a rdSubject to change without notice.Leaflet No. 222 · 09.06 · e · L&S · VM3

For more information please visit our website:www.cat-marine.com or www.mak-global.com

Caterpillar Marine Power SystemsEurope, Africa, Middle East

Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany

Phone: +49 40 2380-3000Telefax: +49 40 2380-3535

Caterpillar Marine AsiaPacific Pte Ltd14 Tractor RoadSingapore627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624

Americas

MaK Americas Inc.

3450 Executive WayMiramar Park of CommerceMiramar, FL. 33025/USAPhone: +1 954 447 71 00Telefax: +1 954 447 71 15

Caterpillar Marine Trading(Shanghai) Co., Ltd.Rm 2309, Lippo Plaza222, Huai Hai Zhong Road200021 Shanghai/P. R.ChinaPhone: +86 21 5396 5577Telefax: +86 21 5396 7007

Asia PacificHeadquarters


Phone: +49 40 2380-3000Telefax: +49 40 2380-3535

M-32_Projectguide_GenSet.qxd 18.09.2006 08:12 Seite 1

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Introduction

Caterpillar Motoren GmbH & Co. KGP. O. Box, D-24157 KielGermanyPhone +49 431 3995-01Telefax +49 431 3995-2193

Issue September 2006

Information for the user of this project guide

The project information contained in the following is not binding, since technical data of products mayespecially change due to product development and customer requests. Caterpillar Motoren reservesthe right to modify and amend data at any time. Any liability for accuracy of information providedherein is excluded.

Binding determination of data is made by means of the Technical Specification and such other agree-ments as may be entered into in connection with the order. We will supply further binding data, draw-ings, diagrams, electrical drawings, etc. in connection with a corresponding order.

This edition supersedes the previous edition of this project guide.

Major revisions of issue September 2006 are

- Wet sump lubrication- Resilient mounting- Technical data revised

All rights reserved. Reproduction or copying only with our prior written consent.

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Contents

Page

1. Engine description 1 - 2

2. General data and outputs 3 - 4

3. Restrictions for low load operation and stand-by mode 5 - 6

4. Load application and recovery behaviour 7 - 9

5. Technical data 10 - 11

6. Generator set dimensions 12 - 15

7. Space requirement for dismantling of charge air cooler 16

8. System connections 17

9. Fuel oil system 18 - 31

10. Lubricating oil system 32 - 35

11. Cooling water system 36 - 40

12. Flow velocities in pipes 41

13. Starting air system 42 - 43

14. Combustion air system 44

15. Exhaust gas system 45 - 52

16. Air borne sound power level 53

17. Foundation 54 - 56

18. Control and monitoring system 57 - 68

19. Diagnostic system DICARE 69 - 70

20. Diesel engine management system DIMOS 71

21. Standard acceptance test run 72

22. EIAPP certificate 73

23. Painting/Preservation 74 - 75

24. Lifting of gensets 76

25. Engine parts 77

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1

1. Engine description

The M 32 C is a four stroke diesel engine, turbocharged and intercooled with direct fuel injection.

In-line engine M 32 C

Cylinder configuration: 6, 8, 9 in-lineBore: 320 mmStroke: 480 mmStroke/Bore-Ratio: 1.5Swept volume: 38.7 l/Cyl.Output/cyl.: 500 kWBMEP: 25.9 barRevolutions: 600 rpmMean piston speed: 9.6 m/sTurbocharging: pulse, option:

single pipe (only for 6 M 32 C)Direction of rotation: counter-clockwise

Option

Free Drivingend end

Control side

Exhaust side

6 5 4 3 2 1 Cyl. number

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2

1. Engine description

Engine design

- Designed for heavy fuel operation up to 700 cSt/50 °C, fuel grade acc. to CIMAC H55 K55, ISO 8217,1996 (E), ISO-F-RMH55 RMK55.

- 1-piece dry engine block made of nodular cast iron. It incorporates the crankshaft bearings, cam-shaft bearings, charge air receiver, vibration damper housing and gear drive housing.

- Underslung crankshaft with corrosion resistant main and big end bearing shells.

- Natural hardened liners, centrifugally casted, with calibration insert.

- Composite type pistons with steel crown and nodular cast iron skirt.

- Piston ring set consisting of 2 chromium plated compression rings, first ring with chromium-ce-ramic plated running surfaces and 1 chromium plated oil scraper ring. All ring grooves are locatedin the steel crown. The first ring groove is chromium plated. The other ring grooves are hardened.

- 3-piece connecting rod with the possibility to dismount the piston without opening the big end bear-ing.

- Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators.Directly cooled exhaust valve seats.

- Camshaft made of sections per cylinder allowing a removal of the pieces sideways.

- Turbocharger supplied with inboard plain bearings lubricated by engine lubricating oil.

- 2-stage fresh water cooling system with 2-stage charge air cooler.

- Nozzle cooling for heavy fuel operation only with engine lubricating oil.

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3

2. General data and outputs

Output definition

The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the followingreference conditions according to "IACS" (International Association of Classification Societies) formain and auxiliary engines:

Reference conditions according to IACS (tropical conditions):air pressure 100 kPa (1 bar)air temperature 318 K (45 °C)relative humidity 60 %seawater temperature 305 K (32 °C)An overload of 10 % is permitted for one hour within 12 hours of operation. The blocking will be fixed to10 % above the maximum continuous rating.

Engine output (PM) / Electrical output (PW)

Engine rating

Generator rating

60/50 Hz

Speed: 600 rpm

Mean eff . pressure

Mean piston speed Type

kW kWe kVA bar m/s

6 M 32 C 3000 2880 3600 25.9 9.6

8 M 32 C 4000 3840 4800 25.9 9.6

9 M 32 C 4500 4320 5400 25.9 9.6

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4

Fuel consumption

The fuel consumption data refer to the following reference conditions:intake temperature 298 K (25 °C)charge air temperature 318 K (45 °C)charge air coolant inlet temperature 298 K (25 °C)net heating value of the Diesel oil 42,700 kJ/kgtolerance of the stated consumption data 5 %Specification of the fuel consumption data without built on pumps; for each pump fitted on an additio-nal consumption of 1 % has to be calculated.

Lubricating oil consumption

Actual data can be taken from the technical data.

Soot- and nitrogen oxide emissions (NOx-values)

NOx-limit values according to MARPOL 73/78 Annex VI: 12.5 g/kWh (n = 600 rpm)

Generator according to cycle D2: 10.8 g/kWh

In combination with "Flex Cam Technology" (FCT) the soot emission will be lower than 0.5 FSN in theoperation range between 10 and 100 % load.

General installation aspect:

Inclination angles at which main and essential aux. machinery is to operate satisfactorily:

Heel to each side: 15°Rolling to each side: + 22.5°Trim by head and stern: 5°Pitching: + 7.5°

2. General data and outputs

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5

3. Restrictions for low load operation and stand-by mode

Low load operation

An unrestricted low load operation is permitted with diesel oil.Below 25 % rated output diesel oil operation is neither efficient nor economical.A change-over to diesel oil avoids disadvantages as e.g. increased wear and tear, contamination ofthe air and exhaust gas systems and increased contamination of lube oil.Low load below 25 % rated output over prolonged periods usually occurs only during laytime operationin the harbour. These duties are best carried out by means of harbour gensets or the emergency dieselgenset.Thus, change-over to diesel oil is practically limited to "cleaning runs" of the injection system formaintenance purposes.

Cleaning run of engine

1 h 2 3 4 5 6 8 10 15 20 24 h

PE %

100

70

5040

30

20

15

10

8

6

HFO-operation

3 h 2 1 h 30 min 15 min 0

Cleaning run after partial load operation

Load increase periodapprox. 15 min.

Restricted HFO-operation

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6

Stand-by mode

Start and stop with heavy fuel is generally permissible.

The following conditions have to be met for stand-by mode:

The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. Thetemperature of the engine injection system is maintained by the circulating hot HFO and heat lossesare compensated.

Prelubrication is to be continuous.The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separatedcontinuously.

The operating temperature of the engine cooling water is maintained by the cooling water preheater.

Emergency operation in the event of a black-out (with gravity feed fuel)

Emergency operation with gravity feed fuel from the MDO day tank in the event of a black-out ispermissible under the following conditions inst for starting procedure of the genset with MDO:

- Bottom edge of MDO day tank DT 1 is arranged at least 4 m above injection pump level

3. Restrictions for low load operation and stand-by mode

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7

4. Load application and recovery behaviour

Example: 6 M 32 C, 3000 kW, 600 rpm, bmep = 25.9 bar

1. max. load from 0 % to 30 % MCR2. max. load from 31 % to 52 % MCR3. max. load from 53 % to 71 % MCR4. max. load from 72 % to 100 % MCR

The permissible load increase according to ISO 8528-5 and IACS must be carried out in several steps,depending on the mean effective pressure. The ship‘s network must be designed so that this permissi-ble load increase is kept. The shipyard is to provide the approval of the responsible classificationsociety in time before classification acceptance of the engine.

Reference values for load steps, depending on bmep at continuous rating

For 6 M 32 C with const. or pulse pressure exhaust gas system8/9 M 32 C with pulse pressure exhaust gas system

Fuel rack setting 110 %

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8


Recovery behaviour after a sudden load increase according to load steps depending on pme /unloading corresponding ISO 8528-5.

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9


Speed control of auxiliary generating sets / DE - drive

Electronic governor system make Regulateurs Europa (RE)

Type: Actuator 2221Governor Viking 25

The engine is equipped with an actuator without mech. back-up governor. The electronic governor isdelivered as a separate part for installation by the shipyard at a suitable place (e. g. switchboard).

On request the governor can be installed inside the protection system cabinet.

The governor comprises the following functions:

- Speed setting range to be entered via parameters- Adjustable acceleration and decelaration times- Adjustable synchronizing ramp rates- Starting fuel limiter- Input for stop (not emergency stop)- 18 - 32 V DC voltage supply- Alarm output- Isochronous load sharing by master / slave princip- Droop operation selectable

Option on request for aux. generating sets only:

- mechan./hydraulic governor, make RE, type 1102

Standard settings:

- Droop 4 %- Speed setting range + 5 %

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10

5. Technical data

Cylinder 6 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 3,000 4,000 4,500 Speed 1/min 600 600 600 Brake mean effektive pressure bar 25.9 25.9 25.9 Charge air pressure bar 3.3 3.3 3.4 Compression pressure bar 160 160 160 Firing pressure bar 198 198 198 Combustion air demand (ta = 20 °C) m3/h 17,000 22,350 26,250 Delivery/injection timing ° v. OT 6.5/1.5 6.5/1.5 6.5/1.5 Exhaust gas temperature after cylinder/turbine °C 430/321 425/332 415/330 Specific fuel oil consumption n = const 1) 100 % 85 % 75 % 50 %

g/kWh g/kWh g/kWh g/kWh

179 178 181 190

179 178 182 191

179 178 182 191

Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 Turbocharger type NA 297 NA 357 NA 357 Fuel Engine driven booster pump m3/h/bar 2.2/5 3.2/5 3.2/5 Stand-by booster pump m3/h/bar 2.2/5 2.9/5 3.2/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 Mesh size HFO automatic filter mm 0.010 0.010 0.010 Mesh size HFO fine filter mm 0.034 0.034 0.034 Nozzle cooling by lubricating oil system Lubricating Oil Engine driven pump m3/h/bar 118/10 118/10 118/10 Independent pump m3/h/bar 55/10 65/10 75/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar 140/3 140/3 140/3 Independent suction pump m3/h/bar 65/3 80/3 100/3 Priming pump pressure m3/h/bar 10.4/5 10.4/5 10.4/5 Sump tank content (base frame) m3 3.92 4.45 5.56 Temperature at engine inlet °C 60-65 60-65 60-65 Temperature controller NB mm 80 100 100 Mesh size automatic filter mm 0.03 0.03 0.03

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11

5. Technical data

Cylinder 6 8 9 Fresh water cooling Engine content m3 0.7 0.95 1.05 Pressure at engine inlet min/max bar 2.5/6.0 2.5/6.0 2.5/6.0 Header tank capacity m3 0.35 0.45 0.55 Temperature at engine outlet °C 80 - 90 80 - 90 80-90 Two circuit system Engine driven pump HT m3/h/bar 70/3.6 70/3.5 80/3.5 Independent pump HT m3/h/bar 70/3.0 70/3.0 80/3.0 HT-Controller NB mm 100 100 100 Water demand LT-charge air cooler m3/h 70 80 90 Temperature at LT-charge air cooler inlet °C 38 38 38 Heat Dissipation Lub. oil cooler kW 440 590 660 Jacket water kW 420 560 625 Charge air cooler (HT-Stage) 3) kW 900 1,200 1,360 Charge air cooler (LT-Stage) 3) kW 330 420 490 (HT-Stage after engine) Heat radiation engine kW 150 190 210 Exhaust gas Silencer/spark arrester NB 25 dBA mm 600 700 800 NB 35 dBA mm 600 700 800 Pipe diameter NB after turbine mm 600 700 700 Maximum exhaust gas pressure drop bar 0.03 0.03 0.03 Starting air Starting air pressure max. bar 30 30 30 Minimum starting air pressure bar 10 10 10 Air consumption per Start 4) Nm3 1.2 1.2 1.2 1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C charge air temperature 45 °C,

tolerance 5 %, + 1 % for each engine driven pump, + 1 g/kWh for pulse pressure charging 2) Standard value, tolerance + 0.3 g/kWh, related on full load 3) Charge air heat based on 45 °C ambient temperature 4) Preheated engine

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12

6. Generator set dimensions

Prime mover and generator are always flexibly coupled.

Removal of:

Piston in transverse direction X1 = 4,470 mmin longitudinal direction X2 = 4,840 mm

Cylinder Liner in transverse direction Y1 = 4,940 mmin longitudinal direction Y2 = 5,305 mm

Reduced removal height with special tools only.

Min. centre distance of 2 gensets: 3000 mm

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13


Genset 6 M 32 C

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14


Genset 8 M 32 C

m

15


Genset 9 M 32 C

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16

7. Space requirement for dismantling of charge air cooler

Charge air cooler cleaning

Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and clean-ing liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic transmitters.

Turbocharger dismantling

Removal of cartridge with compressor delivery casing after removal of air filter silencer.

R [mm] Weight [kg]

6 M 32 C 847 360

8/9 M 32 C 1,224 790

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17

8. System connections

C 21a Preheating, to Preheater DN 125C 22 Freshwater Pump LT, Inlet DN 80C 23 Preheating, from Preheater DN 125C 60 Separator Connection, Suction Side DN 125C 61 Separator Connection, Delivery Side DN 125C 76 Inlet, Duplex Filter DN 25C 78 Fuel Outlet DN 25C 86 Connection, Starting Air DN 40C 91a Exhaustgas Outlet 6 M 32 C DN 600

8/9 M 32 C DN 700

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18

9. Fuel oil systemMGO/MDO operation

Two fuel product groups are permitted for MaK engines:

Pure distillates: Gas oil, marine gas oils, diesel fuel

Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO). The differ-ence between distillate/mixed fuels and pure distillates arehigher density, sulphur content and viscosity.

MGO MDO

Designation Max. viscosity[cSt/40 °C]

Designation Max. viscosity[cSt/40 °C]

ISO 8217: 1996 ISO-F-DMA 1.5 - 6.0 ISO-F-DMB ISO-F-DMC

11 14

ASTM D 975-78 No. 1 D No. 2 D

2.4 4.1

No. 2 D No. 4 D

4.1 24.0

DIN DIN EN 590 8

Max. injection viscosity 12 cSt (2 °E)

Strainer (separate) DF 2: Mesh size 0.32 mm, dimensions see HFO-system

Intermediate tank (separate) DT 2: Capacity 100 l

Preheater (separate) DH 1: Heating capacity

Not required with:- MGO < 7 cSt/40 °C- Heated day tank

Q [kW] =Peng. [kW]

166

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19

Feed pump (fitted) DP 1:Feed pump (fitted) DP 1:Feed pump (fitted) DP 1:Feed pump (fitted) DP 1:Feed pump (fitted) DP 1: Capacity see technical data

Pressure regulating valve (fitted) DR 2Pressure regulating valve (fitted) DR 2Pressure regulating valve (fitted) DR 2Pressure regulating valve (fitted) DR 2Pressure regulating valve (fitted) DR 2

Fine filter (fitted) DF 1:Fine filter (fitted) DF 1:Fine filter (fitted) DF 1:Fine filter (fitted) DF 1:Fine filter (fitted) DF 1: Duplex filter, mesh size see technical data.

Separator DS 1:Separator DS 1:Separator DS 1:Separator DS 1:Separator DS 1: Recommended for gas oilRequired for MDO

The utilisation must be in accordance with the makersofficial recommendation (details from the head office).

Veff [kg/h] = 0.22 · Peng. [kW]

Preheater for separator DH 2:Preheater for separator DH 2:Preheater for separator DH 2:Preheater for separator DH 2:Preheater for separator DH 2: Designed for 50 °C temperature rise

9. Fuel oil systemMGO/MDO operation

Q [kW] = 6.0Peng. [kW]

1000

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20

9. Fuel oil systemMGO / MDO operation

Accessories and fittings:DF1 Fine filter (duplex filter) KP1 Fuel injection pumpDF2 Primary filter (duplex filter) KT1 Drip fuel tankDF3 Coarse filter FQ1 Flow quantity indicatorDH1 Preheater LI Level indicatorDH2 Electrical preheater (separator) LSH Level switch highDP1 Diesel oil feed pump LSL Level switch lowDP3 Transfer pump (to day tank) PDI Diff. pressure indicatorDP5 Transfer pump (separator) PDSH Diff. pressure switch highDR2 Pressure regulating valve PI Pressure indicatorDS1 Separator PT Pressure transmitterDT1 Day tank, min. 1 m above crankshaft level TI Temperature indicatorDT4 Storage tank TT Temperature transmitter (PT 100)

General notes:For location, dimensions and design(e. g. flexible connection) of theconnecting points see engine instal-lation drawing.DH1 not required with:- Gas oil < 7 cSt/40°- heated diesel oil day tank DT1

Notes:p Free outlet requireds Please refer to the measuring

point list regarding design of themonitoring devices

z For systems without stand-bypump connect the connectionpoint C75 for filling-up of theengine system!

Connecting points:C73 Fuel inlet, to engine fitted pumpC75 Connection, stand-by pumpC78 Fuel outletC80 Drip fuelC81 Drip fuelC81b Drip fuel

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21

9. Fuel oil systemHeavy fuel operation

Desi

gnat

ion:

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACA

10B

10C

10D

15E

25F

25G

35H

35K

35H

45K

45H

55K

55

Rela

ted

to IS

O821

7 (9

6):F

-RM

A10

RMB1

0RM

C10

RMD1

5RM

E25

RMF2

5RM

G35

RMH3

5RM

K35

RMH4

5RM

K45

RMH5

5RM

K55

Char

acte

ristic

Dim

.Li

mit

Dens

ity a

t 15

°Ckg

/m3

max

950

2)97

53)

98

0 4)

991

99

1

10

1099

110

1099

110

10

max

1015

25

3545

55

Kin.

vis

cosi

ty a

t 100

°CcS

t 1)m

in6

5)15

5)

Flas

h po

int

°Cm

in60

6060

6060

60

0Po

ur p

oint

(win

ter)

(s

umm

er)

°Cm

ax6

2430

30

30

30

30

Carb

on R

esid

ue(C

onra

dson

)%

(m/m

)m

ax12

6)

14

1415

2018

22

22

22

Ash

% (m

/m)

max

0.10

0.10

0.10

0.15

0.15

0.15

7)

0.

15 7)

0.

15 7)

Tota

l sed

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fter a

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g%

(m/m

)m

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100.

100.

10

0.

100.

10

0.

10

Wat

er%

(V/V

max

0.5

0.8

1.0

1.0

1.0

1.0

Sulp

hur

% (m

/m)

max

3.5

4.0

5.0

5.0

5.0

5.0

Vana

dium

mg/

kgm

ax15

0

30

035

020

050

030

060

0

60

0

60

0

Alum

iniu

m +

Sili

con

mg/

kgm

ax80

8080

8080

80

1)An

indi

catio

n of

the

appr

oxim

ate

equi

vale

nts

inki

nem

atic

vis

cosi

ty a

t 50

°C a

nd R

edw

. I s

ec.

100

°F is

giv

en b

elow

:

Kine

mat

ic v

isco

sity

at

100

°C m

m2 /s

(cSt

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nem

atic

vis

cosi

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0 °C

mm

2 /s (c

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Kine

mat

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2)IS

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753)

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ISO:

not

lim

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6)IS

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n Re

sidu

e 10

7)IS

O: 0

.20

7

10

15

2

5

35

4

5

55

30

40

80

180

380

500

700

200

300

600

1500

3000

5000

7000

Requ

irem

ents

for r

esid

ual f

uels

for d

iese

l eng

ines

(as

bunk

ered

)

m

22


Visc

osity

/tem

pera

ture

dia

gram

m

23


Minimum requirements for storage, treatment and supply systems

Bunker tanks: In order to avoid severe operational problems due to incom-patibility, each bunkering must be made in a separate stor-age tank.

Settling tanks: In order to ensure a sufficient settling effect, the followingsettling tank designs are permissible:

- 2 settling tanks, each with a capacity sufficient for24 hours full load operation of all consumers

- 1 settling tank with a capacity sufficient for 36 hours fullload operation of all consumers and automatic filling

- Settling tank temperature 70 - 80 °C

Day tank: Two day tanks are required. The day tank capacity mustcover at least 4 hours/max. 24 hours full load operation of allconsumers. An overflow system into the settling tanks andsufficient insulation are required.

Guide values for temperatures

Fuel viscosity cSt/50 °C

Tank temperature [°C]

30 - 80 70 - 80

80 - 180 80 - 90

> 180 - 700 max. 98

Separators: Caterpillar Motoren recommends to install two self-clean-ing separators. Design parameters as per supplier recom-mendation. Separating temperature 98 °C! Maker and typeare to be advised to Caterpillar Motoren.

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24

Pressurizing pumps HP 1/HP 2: Screw type pump with mechanical seal.Installation vertical or horizontal. Delivery head 5 bar.

Capacity

V [m3/h] = 0.40 .. Peng. [kW]

1000


Supply system (Separate components): A closed pressurized system between daytank and engineis required as well as the installation of an automatic back-flushing filter with a mesh size of 10 μm (absolute).

Strainer HF 2: Mesh size 0.32 mm

DN H1 H2 W D Output[kW] [mm]

< 5,000 32 249 220 206 180

< 10,000 40 330 300 250 210

< 20,000 65 523 480 260 355

> 20,000 80 690 700 370 430

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25

Self cleaning filter HF 4: Mesh size 10 μm (absolute), make Boll & Kirch*, without by-pass filter.

* In case of Caterpillar Motoren supply.

= 8,000 kW, Type 6.60, DN 50 > 8,000 kW, Type 6.61, DN 100<


Dismantling of sieve300 mm

Dismantling of sieve300 mm

Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar.

Engine outputs

= 3,000 kW = 8,000 kW< <

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26

Final preheater HH 1/HH 2: Heating media:

- Electric current (max. surface power density 1.1 W/cm2)- Steam- Thermal oil

Temperature at engine inlet max 150 °C.

Viscosimeter HR 2: Controls the injection viscosity to 10 - 12 cSt.

Fine filter (fitted) HF 1: - Mesh size 34 μm- Without heating- Differential pressure indication and alarm contact fitted

Circulating pumps HP 3/HP 4: Design see pressure pumps.

Capacity

Design head: 5 bar.


Mixing tank HT 2:

Vent

Inletfrompressurepump

Fromengine

Outletto engine

Engine output Volume Dimensions [mm] Weight

[kW] [l] A D E [kg]

< 4,000 50 950 323 750 70

< 10,000 100 1,700 323 1,500 120

> 10,000 200 1,700 406 1,500 175

V [m3/h] = 0.7 ...... Peng. [kW]

1000

m

27


Mixing receiver HT 4: Permits the individual change-over to MGO/MDO. Reducesthe temperature variation during change over.Capacity: approx. 30 lDimensions: Ø approx. 325 mm

height approx. 755 mm

Diesel oil intermediate tank DT 2: Required for the individual change-over to MGO/MDO.Capacity: approx. 50 lDimensions: Ø approx. 325 mm

height approx. 800 mm

Diesel oil feed pump DP 1: Capacity and delivery headsee heavy fuel oil circulating pump HP 3/HP 4

Fuel Cooler DH 3: Necessary for heat dissipation under diesel oil operationwith low viscosity (< 10 cSt/40 °C). The injection pumps aresupplying the fuel oil with heat, which is not carried off suffi-ciently by the recirculation. In MDO-systems the coolingcan be carried out via the day tank.

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28


Notes:ff Flow velocity in circuit system

< 0.5 m/sm Lead vent pipe beyond day tank

levelp Free outlet requireds Please refer to the measuring


tt Neither insulated nor heated pipeu From diesel oil separator or diesel

oil transfer pump

All heavy fuel pipes have to be insu-lated.---- heated pipe

Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuelC81 Drip fuelC81b Drip fuel (filter pan)

Accessories and fittings:DH3 MGO/MDO coolerDP1 Diesel oil feed pumpDR2 Pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Primary filterHF4 Self cleaning filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHR1 Pressure regulating valveHR2 ViscometerHT1 Heavy fuel day tankHT2 Mixing tank

General notes:For location, dimensions and design (e. g. flexible connection) of the connectingpoints see engine installation drawing.If a "Fuel oil supply and booster module" is supplied by Caterpillar Motoren,Arrangement and scope of the supply components are to be gathered from themodule schema.Valve fittings with loose cone are not accepted in the admission and return lines.

HT4 Mixing receiverKP1 Injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowPT Pressure transmitterTI Temperature indicatorVI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low

Tanks and separators integrated inthe main engine system

- Peak pressure max. 20 bar- Silikon dampers recommended

C76 C78

m

29


Heavy fuel oil supply- and booster standard module

(Pressurized System), up to IFO 700 for steam and thermaloil heating, up to IFO 180 for electr. heating

Technical specification of the main components:

1. Primary filter

1 pc. Duplex strainer 540 microns

2. Fuel pressure pumps, vertical installation

2 pcs. Screw pumps with mechanical seal

3. Pressure regulating system

1 pc. Pressure regulating valve

4. Self cleaning fine filter

1 pc. Automatic self cleaning fine filter 10 microns absolut (without by-pass filter)

5. Consumption measuring system

1 pc. Flowmeter with local totalizer

6. Mixing tank with accessories

1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kWapprox. 99 l volume from 4,001 - 20,000 kW

(with quick-closing valve)

7. Circulating pumps, vertical installation

2 pcs. Screw pumps with mechanical seal

8. Final preheater

2 pcs. Shell and tube heat exchangers each 100 % (saturated 7 bar or thermal oil 180 °C)each 100 % electrical

m

30

9. a) Heating medium control valve (steam/thermaloil)b) Control cabinet (electrical)

1 pc. control valve with built-on positioning drive 1 pc. control cabinet for electr. preheater

10. Viscosity control system

1 pc. automatic viscosity measure and control system VAF

Module controlled automatically with alarms and startersPressure pump starters with stand-by automaticCirculating pump starters with stand-by automaticPI-controller for viscosity controllingStarter for the viscosimeterAnalog output signal 4 - 20 mA for viscosity

AlarmsPressure pump stand-by startLow level in the mixing tankCirculating pump stand-by startSelf cleaning fine filter cloggedViscosity alarm high/lowThe alarms with potential free contacts

Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop andindicating lamp of fuel pressure and circulating pumps

Performance and materials:The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which areinstalled on the module. All necessary components like valves, pressure switches, thermometers,gauges etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermaloil orelectrical) where necessary.The module will be tested hydrostatical and functional in the workshop without heating.


Steam Thermal oil

Electric Steam Thermal oil

Electric Steam Thermal oil

Electric

For power in kW up to (50/60 Hz) 2,400/2,900 2,400/2,900 4,000/4,800 4,000/4,800 8,000/,9600 8,000/9,600 Length in mm 2,200 2,300 2,200 2,700 3,200 3,500 Width in mm 1,000 1,000 1,200 1,200 1,200 1,200 Height in mm 2,100 2,100 2,000 2,000 2,000 2,000 Weight (approx.) in kg 1,700 2,500 2,300 2,400 2,500 2,700

m

31


- Peak pressures max. 20 bar- Silikon dampers recommended

Notes:ff Flow velocity in circuit system

< 0.5 m/sm Lead vent pipe beyond day tank

levelp Free outlet requireds Please refer to the measuring


u From diesel oil separator or die-sel oil transfer pump

All heavy fuel pipes have to be insu-lated.---- heated pipe

Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuelC81 Drip fuelC81b Drip fuel (filter pan)

Accessories and fittings:DH3 MGO/MDO coolerDP1 Diesel oil feed pumpDR2 Pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Primary filterHF4 Self cleaning filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHR1 Pressure regulating valveHR2 ViscometerHT1 Heavy fuel day tankHT2 Mixing tank

HT4 Mixing receiverHT8 Compensation damping tankKP1 Injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowPT Pressure transmitterTI Temperature indicatorVI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low

General notes:For location, dimensions and design (e. g. flexible connection) of the connecting points seeengine installation drawing. Valve fittings with loose cone are not accepted in the admissionand return lines.

Tanks and separators integrated inthe main engine system

m

32

10. Lubricating oil system

Lube oil quality

The viscosity class SAE 40 is required.

Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore highrequirements are made for lubricants:

Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergenteffect) and dispersing power, prevention of deposits from the combustion process in the engine. Suffi-cient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must bebetween 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphurcontent.

I Approved in operationII Permitted for controlled use

When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufficient experience availablefor MaK-engines. Otherwise the warranty is invalid.

1) Synthetic oil with a high viscosity index (SAE 15 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.

Manufacturer Diesel oil/Marine-diesel oil operation

I II HFO operation I II Hydraulic governor

AGIP DIESEL SIGMA S CLADIUM 120

X X

CLADIUM 300 CLADIUM 400

X X

OSO 68 OTE 68

BP ENERGOL DS 3-154 VANELLUS C 3

XX

ENERGOL IC-HFX 304 ENERGOL IC-HFX 404

XX

ENERGOL HLP 68 ENERGOL THB 68

CALTEX DELO 1000 MARINE DELO 2000 MARINE

XX

DELO 3000 MARINE DELO 3400 MARINE

XX

RANDO HD 68 REGAL R & O 68

CASTROL MARINE MLC MHP 154 TLX PLUS 204

X

XX

TLX PLUS 304 TLX PLUS 404

XX

PERFECTO T 68 HYSPIN AWH-M 68

CEPSA KORAL 1540 X HD TURBINAS 68 CHEVRON DELO 1000 MARINE OIL

DELO 2000 MARINE OIL XX

DELO 3000 MARINE OIL DELO 3400 MARINE OIL

XX

EP HYDRAULIK OIL 68 OC TURBINE OIL 68

ELF DISOLA M 4015 AURELIA 4030

XX

AURELIA 4030 AURELIA XT 4040

XX

MISOLA H 68 TURBINE T 68

ESSO EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301

XXX

EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS

X

XX

XTERESSO 68 TROMAR T

MOBIL MOBILGARD 412 MOBILGARD ADL MOBILGARD M 430 MOBILGARD 1-SHC 1)

XXX

X

MOBILGARD M 430 MOBILGARD M 440 MOBILGARD M 50

XX

D.T.E. OIL HEAVY

SHELL GADINIA SIRIUS FB ARGINA S ARGINA T

XXXX

ARGINA T ARGINA X

XX

TELLUS OIL T 68 TURBO OIL T 68

TEXACO TARO 16 XD TARO 12 XD TARO 20 DP

XXX

TARO 30 DP TARO 40 XL

XX

RANDO OIL 68 REGAL OIL 68 R & O

TOTAL HMA SUPER X 420 RUBIA FP

XX

HMA SUPER X 430 HMA SUPER X 440

XX

PRESLIA 68 AZOLLA ZS 68

m

33


Lube oil quantities/-change intervals: The circulating quantity is approx. 1.1 l/kW engineoutput.

The change intervals depend on:- fuel quality- quality of lube oil treatment (filter, separator)- engine load

By continuous checks of lube oil samples (decisive arethe limit values as per "MaK Operating Media") an opti-mum condition can be reached.

Force pump (fitted) LP 1: Gear type pump

Suction strainer (fitted) LF 4

Selfcleaning filter (fitted) LF 2: Mesh size 30 μm (absolute), type 6.48, make Boll & Kirch.Without by-pass filter. Without flushing oil treatment..

Prelubrication pump (fitted) LP 5: Delivery head 5 barContinuous lubrication is carried out with stopped genset.Starter to be supplied by the yard.

Hz Capacity [m3/h] Electr. motor [kW]

50 10.4 3.7 6/8/9 M 32 C

60 12.7 4.9

Cooler LH 1: Plate type (plates made of high grade steel)

Temperature controller LR 1: P-controller with manual emergency adjustment

m

34


Dimensions [mm] Weight

DN D F G H [kg]

6 M 32 C 80 200 171 267 151 27

8/9 M 32 C 100 220 217 403 167 47

Circulating tank LT 1: Located in the base frame, equipped with high/low levelswitch and level control stick.

Crankcase ventilation: At engine 1 x DN 80. Approx. 1 m after the connection point has to enlarged to DN 125.

It must be equipped with a condensate trap and continousdrain. It has to be arranged separately for each genset.Crankcase pressure max. 150 Pa.

Treatment at MGO/MDO operation

The service life of the lube oil will be extended by by-pass treatment.

Separator LS 1: Recommended with the following design:- Separating temperature 85 - 95 °C- Quantity to be cleaned three times/day- Self cleaning type

Capacity

Veff [l/h] = 0.18 · Peng [kW]

Treatment at heavy fuel operation

Separator LS 1: Recommended with the following design:- Separating temperature 95 °C- Quantity to be cleaned five times/day- Utilization 20 % max.- Self cleaning type

Capacity

Veff [l/h] = 0.29 · Peng [kW]

m

35


General notes:For location, dimensions and design (e.g. flexible connection) of the connect-ing points see engine installationdrawing.

Notes:h Please refer to the measuring


o See "crankcase ventilation" instal-lation instructions 4-A-9570

Connecting points:C60 Separator connection, suction

side or drain or filling pipeC61 Separator connection, delivery

side or from bypass filterC91 Crankcase ventilation to stack

Accessories and fittings:LF2 Self cleaning luboil filterLF4 Suction strainerLH1 Luboil coolerLH2 Luboil preheaterLP1 Luboil force pumpLP5 Prelubrication pumpLP9 Transfer pump (separator)LR1 Luboil thermostat valveLR2 Oil pressure regulating valveLS1 Luboil separatorLT1 Luboil sump tank

LI Level indicatorLSL Level switch lowLSH Level switch highPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPS Pressure indicatorPSL Pressure switch lowPSLL Pressure switch low lowPT Pressure transmitterTI Temperature indicatorTSHH Temperature switch highTT Temperature transmitter (PT 100)

m

36

11. Cooling water system

The heat generated by the engine is to be dissipated from the engine parts by treated freshwater acc.to the MaK coolant regulations.

The design temperature in the LT-circuit is max. 38 °C.

Two-circuit cooling: with two-stage charge air cooler.

LT-cooling water pump (fitted) FP 2: Capacity: acc. to heat balance

HT-/LT-pump characteristics

Capacity limited, designed for LT-charge air cooler,luboil- and generator cooler

HT-cooling water pump (fitted) FP 1

HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment.Option: PI-controller with electric drive.See charge air thermostat.

LT-temperature controller (separate) FR 2: P-controller with manual emergency adjustment(Option) (basis). Option: PI-controller with electric drive.

See motor driven valve Not required in combinationof main engine LT-system.

(1) Max. engine speed: 600 rpm

m

37

ρ · H · VP = [kW]

367 · η

.

P - Power [kW]PM - Power of electr. motor [kW]V - Flow rate [m3/h]H - Delivery head [m]ρ - Density [kg/dm3]η - Pump efficiency

0,70 for centrifugal pumps

< 1.5 kW1.5 - 4 kW4 - 7.5 kW

> 7.5 - 40 kW> 40 kW

PM = 1.5 · PPM = 1.25 · PPM = 1.2 · PPM = 1.15 · PPM = 1.1 · P

.

Preheater (fitted) FH 5: Consisting of circulating pump 1), electric preheater 2) andcontrol cabinet (separate: W x H x D = 450 x 300 x 200).

1) Capacity 8 m3/h2) Output 24 kW

Header tank (separate) FT 1/FT 2: - Arrangement: according NPSH value HT/LT pump max.16 m above crankshaft centre line (CL).

- Size acc. to technical engine data.- All continuous vents from engine are to be connected.

Drain tank with filling pump: Is recommended to collect the treated water when carryingout maintenance work (to be installed by the yard).

Electric motor driven pumps: Option for fresh and seawater, vertical design.Rough calculation of power demand for the electric bal-ance.


m

38


Heat balance 6 M 32 C


m

39



m

40

11. Cooling water systemHT- and LT-pump system

Accessories and fittings:CH1 Charge air cooler HTCH2 Charge air cooler LTFH2 Freshwater cooler LTFH5 Freshwater preheaterFP1 Freshwater pump (fitted on engine) HTFP2 Freshwater pump (fitted on engine) LTFP7 Preheating pumpFR1 Temperature control valve HTFR2 Temperature control valve LTFT1 Compensation tank HTLH1 Luboil coolerXH1 Generator cooler

General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe connecting points see engineinstallation drawing.

Connecting points:C19 Oil cooler, outletC22 Freshwater pump LT, inletC37 Vent

PI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch low lowPT Pressure transmitterTI Temperature indicatorTSHH Temperature switch highTT Temperature transmitter (PT 100)

m

41

12. Flow velocities in pipes

Example: di = 100 mm, V = 60 m3/hVelocity in the pipe 2.1 m/s

Volu

me

flow

[m

3 /h]

Velocity in the pipe [m/s]

m

42

13. Starting air system

Requirement of Classification Societies (regarding design)

- No. of starts: 6- No. of receivers: min. 2

Receiver capacity

When CO2 fire extinguishing plants are arranged in the engine room, the blow-off connection of thesafety valve is to be piped to the outside.

1 Filling valve DN 182 Pressure gauge G 1/43* Relief valve DN 74 Drain valve DN 85 Drain valve DN 8 (for vertical position)6 Connection aux. air valve G1/27 To starting valve at engine8 Typhon valve DN 16

Option:* with pipe connection G 1/2

Number of gensets

Number of receivers

Receiver capacity available

[l]

Lmm

D Ø mm

Valve head Weight

approx. kg

2 2 500 3,355 480 DN 50 320

3, 4 2 1,000 3,670 650 DN 50 620

m

43

13. Starting air system

Compressor AC 1/AC 2: 2 compressors with a total output of 50 % each are required.

The filling time from 0 to 30 bar must not exceed 1 hour.

Capacity

V [m3/h] = Σ VRec. · 30.

VRec. - Total receiver volume [m³]

General notes:For location, dimensions and design (e. g. flexible connection) of theconnecting points see engine installation drawing.

Clean and dry starting air is required. A starting air filter has to beinstalled before engine, if required.

The air receivers are to be drained sufficently at least once per day.

Notes:a Control aird Water drain (to be mounted at the lowest point)e To engine no. 2h Please refer to the measuring point list regarding design of the

monitoring devices

Connecting points:C86 Connection, starting air

Accessories and fittings:AC1 CompressorAC2 Stand-by compressorAR1 Starting valveAR4 Pressure reducing valveAR5 Oil and water separatorAT1 Starting air receiver (air bottle)AT2 Starting air receiver (air bottle)

PI Pressure indicatorPSL Pressure switch low, only for main enginePT Pressure transmitter

m

44

14. Combustion air system

General: To obtain good working conditions in the engine room and toensure trouble free operation of all equipment attentionshall be paid to the engine room ventilation and the supply ofcombustion air.

The combustion air required and the heat radiation of allconsumers/heat producers must be taken into account.

Air intake from engine room (standard): - Fans are to be designed for a slight overpressure in theengine room.

- On system side the penetration of water, sand, dust, andexhaust gas must be avoided.

- When operating under tropical conditions the air flowmust be conveyed directly to the turbocharger.

- The temperature at turbocharger filter should not fall be-low + 10 °C.

- In cold areas warming up of the air in the engine roommust be ensured.

Air intake from outside: - The intake air duct is to be provided with a filter. Penetra-tion of water, sand, dust and exhaust gas must beavoided.

- Connection to the turbocharger is to be established via anexpansion joint (to be supplied by the yard). For this pur-pose the turbocharger will be equipped with a connectionsocket.

- At temperatures below + 10 °C the Caterpillar Motoren/Application Engineering must be consulted.

Radiated heat: see technical dataTo dissipate the radiated heat a slight and evenly distributedair current is to be led along the engine exhaust gas mani-fold starting from the turbocharger.

m

45

15. Exhaust gas system

Position of exhaust gas nozzle: A nozzle position of 0, 30 and 60° is possible.The basic position is 30°. 0° or 60° are reached by using anelbow.

Exhaust compensator:

Design of the pipe cross-section: The pressure loss is to be minimized in order to optimize fuelconsumption and thermal load of the engine.

Max. flow velocity: 40 m/s (recommended value).

Max. pressure loss (incl. silencer and exhaust gas boiler):30 mbar

Notes regarding installation: - Arrangement of the first expansion joint directly on thetransition piece

- Arrangement of the first fixed point in the conduit directlyafter the expansion joint

- Drain opening to be provided (protection of turbochargerand engine against water)

- Each engine requires an exhaust gas pipe (one commonpipe for several engines is not permissible).

If it should be impossible to use the standard transitionpiece supplied by Caterpillar Motoren, the weight of thetransition piece manufactured by the shipyard must not ex-ceed the weight of the standard transition piece. A drawingincluding the weight will then have to be submitted ap-proval.

Diameter DN Length [mm]

6 M 32 C 600 450

8/9 M 32 C 700 520

m

46


t = Exhaust gas temperature (°C)G = Exhaust gas massflow (kg/h)Δp = Resistance/m pipe length (mm WC/m)d = Inner pipe diameter (mm)w = Gas velocity (m/s)l = Straight pipe length (m)L' = Spare pipe length of 90° bent pipe (m)L = Effective substitute pipe length (m)ΔPg = Total resistance (mm WC)

Example (based on diagram data A to E):t = 335 °C, G = 25000 kg/hl = 15 m straight pipelength, d = 700 mm3 off 90° bend R/d = 1.51 off 45° bend R/d = 1.5ΔPg = ?

Δp = 0.83 mm WC/mL' = 3 · 11 m + 5.5 mL = l + L' = 15 m + 38.5 m = 53.5 mΔPg = Δp · L = 0.83 mm WC/m · 53.5 m = 44.4 mm WC

Resistance in exhaust gas piping

m

47


Tole

ranc

e:Ex

haus

t Gas

Flo

w +

5 %

Exha

ust G

as T

empe

ratu

re +

10

K

6 M

32

C /

3000

kW

327

333

342

354

340

347

353

363

375

389

312

367

2040

0

1731

216

400

1440

0

1240

0

1040

0

1958

5

1662

015

745

1382

5

1190

5

9985

240

250

260

270

280

290

300

310

320

330

340

350

360

370

380

390 15

0016

5018

0019

5021

0022

5024

0025

5027

0028

5030

00

Engi

ne P

ower

[kW

]

Exhaust Gas Temperature [°C]

9000

1300

0

1700

0

2100

0

2500

0

2900

0

3300

0

3700

0

5055

6065

7075

8085

9095

100

Engi

ne P

ower

[%]

Exhaust Gas Flow [kg/h]

Exh

aust

Gas

Tem

pera

ture

@ 4

5°C

Am

bien

t Tem

pera

ture

Exh

aust

Gas

Tem

pera

ture

@ 2

5°C

Am

bien

t Tem

pera

ture

Exh

aust

Gas

Flo

w @

25°

C A

mbi

ent T

empe

ratu

reE

xhau

st G

as F

low

@ 4

5°C

Am

bien

t Tem

pera

ture

m

48

15. Exhaust gas system8

M 3

2 C

/ 40

00 k

W

338

344

357

377

421

399

378

365

358

352

397

332

1390

0

1700

0

2020

0

2322

0

2720

029

300

1334

5

1632

0

1939

0

2229

0

2611

028

130

210

220

230

240

250

260

270

280

290

300

310

320

330

340

350

360

370

380

390

400

410

420

430 20

0022

0024

0026

0028

0030

0032

0034

0036

0038

0040

00

Engi

ne P

ower

[kW

]


9000

1300

0

1700

0

2100

0

2500

0

2900

0

3300

0

3700

0

4100

0

4500

0

4900

0

5300

050

5560

6570

7580

8590

9510

0

Engi

ne P

ower

[%]


Exha

ust G

as T

empe

ratu

re @

45°

C A

mbi

ent T

empe

ratu

reEx

haus

t Gas

Tem

pera

ture

@ 2

5°C

Am

bien

t Tem

pera

ture

Exha

ust G

as F

low

@ 2

5°C

Am

bien

t Tem

pera

ture

Exha

ust G

as F

low

@ 4

5°C

Am

bien

t Tem

pera

ture

Tole

ranc

e:Ex

haus

t Gas

Flo

w +

5 %

Exha

ust G

as T

empe

ratu

re +

10

K

m

49

15. Exhaust gas system9

M 3

2 C

/ 45

00 k

W

338

342

355

375

408

397

376

363

358

350

385

330

1561

8

1886

3

2216

3

2536

1

2828

4

3080

0

1499

5

1810

0

2127

5

2434

5

2715

0

2957

0

230

240

250

260

270

280

290

300

310

320

330

340

350

360

370

380

390

400

410 22

5024

7527

0029

2531

5033

7536

0038

2540

5042

7545

00

Engi

ne P

ower

[kW

]


1400

0

1600

0

1800

0

2000

0

2200

0

2400

0

2600

0

2800

0

3000

0

3200

0

3400

0

3600

0

3800

0

4000

0

4200

0

4400

0

4600

0

4800

0

5000

050

5560

6570

7580

8590

9510

0

Engi

ne P

ower

[%]


Exh

aust

Gas

Tem

pera

ture

@ 4

5°C

Am

bien

t Tem

pera

ture

Exh

aust

Gas

Tem

pera

ture

@ 2

5°C

Am

bien

t Tem

pera

ture

Exh

aust

Gas

Flo

w @

25°

C A

mbi

ent T

empe

ratu

reE

xhau

st G

as F

low

@ 4

5°C

Am

bien

t Tem

pera

ture

Tole

ranc

e:Ex

haus

t Gas

Flo

w +

5 %

Exha

ust G

as T

empe

ratu

re +

10

K

m

50


Silencer: Design according to the absorbtion principle with wide-band attenuation over a great frequency range and lowpressure loss due to straight direction of flow. Sound ab-sorbing filling consisting of resistant mineral wool.

Sound level reduction 35 dB(A) (standard).Max. permissible flow velocity 40 m/s.

Silencer with spark arrester: Soot separation by means of a swirl device (particles arespun towards the outside and separated in the collectingchamber). Sound level reduction 35 dB(A). Max. permissibleflow velocity 40 m/s.

Silencers are to be insulated by the yard. Foundation brack-ets are to be provided as an option.

m

51


Silencer/Spark arrestor and silencer: Installation: vertical/horizontalFlange according to DIN 86044Counterflanges, screws and gaskets are included, withoutsupports and insulation

Silencer

Spark arrestor and silencer

Attenuation 35 dB (A)

DN D A B L kg

6 M 32 C 600 1,100 320 669 4,759 1,300

8/9 M 32 C 700 1,300 320 785 5,049 1,650

Exhaust gas boiler: Each engine should have a separate exhaust gas boiler. Al-ternatively, a common boiler with separate gas sections foreach engine is acceptable.

Particularly when exhaust gas boilers are installed attentionmust be paid not to exceed the maximum recommendedback pressure.

m

52


Cleaning the turbocharger compressor: The components for cleaning (dosing vessel, pipes, shut-offvalve) are engine mounted.

Water is fed before compressor wheel via injection pipesduring full load operation every 24 hours.

Cleaning the turbine blade andnozzle ring: The cleaning is carried out with clean fresh water "wet

cleaning" during low load operation at regular intervals, de-pending on the fuel quality, 150 hours.

Duration of the cleaning period is approx. 15 minutes (2 in-tervals). Fresh water of 2 - 2.5 bar is required.

During cleaning the water drain should be checked. There-fore the shipyard has to install a funnel after connectionpoint C36.

Water flow[l/min]

Injection time[min]

25 - 30 2 x 5

C42 Fresh water supply, DN 12

C36 Drain, DN 30

Connection of C42 with quick coupling device

Dirty water tank

m

53

16. Air borne sound power level

The noise level is measured in a test cell with a turbocharger air filter in a distance of 1 m from theengine. The measuring points are at camshaft level respective above cylinder head cover.

Noise level for M 32 C engines

Tolerance + 2 dB

Lw Oct [dB](reference10-12 W)

98

109

115

113

118

117119

118

120

118

90

95

100

105

110

115

120

125

130

0.031 0.063 0.125 0.25 0.5 1 2 4 8 16Frequency [kHz]

m

54

17. Foundation

Resilient mounting of base frame

Engine and generator are rigidly connected with the base frame. The base frame is connected with theship's foundation via rubber elements.The ship's foundation does not require machining. Unevenness is to be compensated by design andthickness of the welded-on sheets in order to achieve a roughly even pressure on the rubber elements.

The rubber elements (height = 100 mm) are fastened to the ship's foundation via welded-on sheets(thickness about 30 mm) and shims for compensation of differences in height.

Further notes (inter alia regarding alignment) are given in the binding installation drawing.4 combined transverse and longitudinal stoppers and welding sheets are to be provided by theshipyard.

Base frame foundation

General installation aspect:

Indication angles of ships at which engine running must be possible:Heel to each side: 15°Rolling to each side: + 22.5°Trim by head and stern: 5°Pitching: + 7.5°

m

55

17. Foundation

Structure borne sound level Lv, expected (measured in the test cell)

Lv Oct [dB](reference5*10-8 m/s) 70

63

86

98

77

8488

92

29

26

35

55666059

71

20

30

40

50

60

70

80

90

100

110

0.031 0.063 0.125 0.25 0.5 1 2 4Frequency [kHz]

above

below

m

56

- Mounting flap for anti-condensation heater above the mounts- With air cooling the air outlet above the mounts- The mounts are to be designed with 4 alignment screws- Plain bearings must be removable without coupling removal

17. Foundation

Generators structural requirements for MaK diesel gensets M 32 C

Type Stator design

A max. B C Ø D max. Ø d F H Ø M S min.

6 M 32 C 2900

8 M 32 C 3000 255 300

9 M 32 C

B 20

3200

1930 2130 2000

275 310

495 39 300

m

57

18. Control and monitoring system

Engine control panel

m

58

18. Control and monitoring systemGenset control

m

59


Engine monitoring

m

60


Genset options

m

61


Monitoring: M 32 C aux. genset / DE-drive

Sensor Measur.-point

Monitoring point Abbrev. Action

Fitted Separate

Remarks

1105 Luboil pressure PAL OA A

1106 Luboil pressure PALL OA MS

B

1111 Luboil differential pressure duplex filter

PDAH OA B Only if autom. filter is not mounted on engine

1112 Luboil differential pressure selfcleaning filter

PDAH OA B

1142 Luboil pressure prelubrication PL *) B *) Starting interlock

1202 Luboil temperature engine inlet

TAH OA A

1203 Lubricating oil temperature engine inlet

TAHH OA AD

B

1251 Smoke concentration crankcase

QAH OA B 1 device f. 1251+1253

1253 Smoke concentration crankcase

QAH OA MS

B 1 device f. 1251+1253

1311 Luboil level low alarm LAL OA B

1312 Luboil level high alarm LAH OA B

2102 FW pressure high temp. circuit engine inlet

PAL OA A

2103 FW pressure high temp. circuit engine inlet

PALL OA MS

B For DE-drive only

2112 FW pressure low temp. circuit charge air cooler inlet

PAL OA A

2201 Fresh water temp. high temp. circuit engine inlet

TAL OA A

2211 FW temp. high temp. circuit engine outlet

TAH OA A

2213 FW temp. high temp. circuit engine outlet

TAHH OA MS

B

2229 Fresh water temp. low temp. circuit engine inlet

TI (OA) A (TAH if GL class)

2321 Oil ingress in fresh water cooler outlet

QAH OA B1 Option For DE-drive only

5102 Fuel oil pressure engine inlet

PAL OA A

m

62



* located in the HFO fuel pressure system



Fitted Separate

Remarks

5105 Fuel oil pressure pressure pump

PAL OA B* Starting stand-by pump from pump control

5111 Fuel oil differential pressure before and after filter

PDAH OA B

5112 Fuel oil differential pressure before and after autom. filter

PDAH OA B*

5115 Fuel oil differential pressure circulating pump

PDAL OA B* Starting stand-by pump from pump control

5116 Fuel oil differential pressure before and after circulating pump

PDAL OA B*

5201 Fuel oil temperature engine inlet

TAL OA A 1 Sensor f. 5201+5202

5202 Fuel oil temperature engine inlet

TAH OA A 1 Sensor f. 5201+5202

5251 Fuel oil viscosity engine inlet

VAH OA A* 1 Sensor f. 5251, 5252 + (5253 DICARE if available)

5252 Fuel oil viscosity engine inlet

VAL OA A* 1 Sensor f. 5251, 5252 + (5253 DICARE if available)

5301 Level of leak fuel LAH OA B

5333 Fuel level mixing tank LAL OA B*

6101 Starting air pressure engine inlet

PAL OA A

6105 Shut down air pressure on engine

PAL OA B

6181 Air intake pressure, absolute engine room

PI A

7109 Charge air pressure engine inlet

PI A

7201 Charge air temperature engine inlet

TAH OA A

7206 Air intake temperature before turbocharger

TI A Air intake temperature

7301 Water in charge air manifold QAH OA B

7307 Charge air differential pressure inlet/outlet charge air cooler

PDI A

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63





Fitted Separate

Remarks

7309 Charge air temperature inlet charge air cooler

TI A

8211.18211.9

Thermocouple type K Exhaust gas temp. after cylinder 1...9

TAH TAHH

OA AD

*) *) Load dependent with

alarm delay: 16 s

8221 Exhaust temperature after turbocharger

TAH TAHH

OAD A

8231 Exhaust temperature before turbocharger

TAH TAHH

OA AD

A

9404 Engine overspeed S OA MS

B

9405 Engine speed stop starting air

S B

9409 Working hour meter/engine S B

9419 Engine speed NI A

9429 Speed turbocharger NI A

9503 Stop lever in pos. operation S B Genset ready for operation

9561 Barring gear engaged S B Start interlock

9601 Electronic units/terminal point X1/voltage failure

S OA B

9611 RPM switch/voltage failure/ wire break

S OA B

9615 MINOR Failure electronic governor

S OA B With electronic governor only

9616 MAJOR Failure electronic governor S

OA MS B

With electronic governor only

9622 Exhaust gas temp. average equipment, voltage failure

S OA B Option for aux. Genset

9631 Crankcase oil mist detector voltage, lens/lamp

QA OA B If provided

9717 Electrical start/stop equipment/voltage failure

S OA B Dependent from system

9751 Temperature controller voltage failure


9761 Viscosity control, voltage failure


9771 Freshwater preheater, voltage failure


9775 Fuel oil preheater, voltage failure


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64



Abbreviations

B = Binary sensor AD = Autom. speed/load reductionA = Analogue sensor MS = Autom. engine stopOA = Visual and audible alarm

GI = Position indication QA = Measurement alarmLAH = Level alarm high QAH = Measurement alarm highLAL = Level alarm low S = SpeedNI = Speed indication TAH = Temperature alarm highP = Pressure TAHH = Temperature alarm high highPAL = Pressure alarm low TAL = Temperature alarm lowPALL = Pressure alarm low low TI = Temperature indicationPDI = Pressure difference indication V = ViscosityPDAH = Pressure difference alarm high VAH = Viscosity alarm highPDAL = Pressure difference alarm low VAL = Viscosity alarm lowPI = Pressure indication

m

65


Local and remote indicatorsRemote indication interfacing

* no

t Cat

erpi

llar M

otor

en s

uppl

y

mA

VΩ

mV

mA

V

Sens

or S

igna

ls fr

om th

een

gine

RPM

sw

itch

unit

Anal

og-m

onito

ring

equi

pmen

t *

Disp

lay

(mA)

Rem

ote

indi

cato

rop

tion

Turb

ocha

rger

spee

dop

tion

Rem

ote

indi

cato

ren

gine

spe

edop

tion

Mon

itor

*

Sign

al ty

pe4-

20 m

A

0 - 10 V

0 - 10 V

Indi

cato

rs

At th

e en

gine

Re

mot

e 96

x 9

6Fu

el te

mpe

ratu

re a

t eng

ine

inle

t ⊗

Diffe

rent

ial p

ress

ure

fuel

filte

r

Mea

n in

ject

ion

pum

p ra

ck p

ositi

on

⊗

Lubo

il te

mpe

ratu

re a

t eng

ine

inle

t

Diffe

rent

ial p

ress

ure

lubo

il fil

ter

Fr

eshw

ater

tem

pera

ture

at e

ngin

e in

let H

T

Fres

hwat

er te

mpe

ratu

re a

t eng

ine

outle

t HT

⊗

Fres

hwat

er te

mpe

ratu

re L

T ⊗

Fr

eshw

ater

tem

pera

ture

bef

ore

inte

rcoo

ler

Fr

eshw

ater

tem

pera

ture

afte

r int

erco

oler

Char

ge a

ir te

mpe

ratu

re b

efor

e in

terc

oole

r 3)

Char

ge a

ir te

mpe

ratu

re b

efor

e en

gine

⊗

Ex

haus

t gas

tem

pera

ture

afte

r cyl

inde

r 3)

Exha

ust g

as te

mpe

ratu

re b

efor

e/af

ter t

urbo

char

ger 3)

Ga

uge

boar

d (fi

tted

on e

ngin

e)

Fuel

pre

ssur

e ⊗

Lubo

il pr

essu

re

⊗

Fres

hwat

er p

ress

ure

HT

⊗

Fres

hwat

er p

ress

ure

LT

⊗

Star

t air

pres

sure

⊗

Ch

arge

air

pres

sure

afte

r int

erco

oler

⊗

Sh

ut d

own

air p

ress

ure

En

gine

spe

ed

⊗1)

Char

ge a

ir te

mpe

ratu

re b

efor

e in

terc

oole

r 4)

Exha

ust g

as te

mpe

ratu

re a

fter c

ylin

der 4)

Exha

ust g

as te

mpe

ratu

re b

efor

e/af

ter t

urbo

char

ger 4)

⊗2)

1) A

ltern

ativ

ely

144

x 14

4 2) O

nly

288

x 14

4, n

ot w

ith D

ICAR

E ON

-LIN

E av

aila

ble

3) O

nly

if ex

haus

t gas

tem

pera

ture

mon

itorin

g is

not

prov

ided

4) O

nly

if ex

haus

t gas

tem

pera

ture

mon

itorin

g is

pr

ovid

ed

⊗ O

ptio

n

m

66


Safety system Operating voltage: 24 V DCType of protection: IP 55

Protection against false polarity and transient protection provided.

Designed for: 3 starting interlock inputs6 automatic stop inputs1 manual stop input

The input and output devices are monitored for wire break.

Rpm switch unit system Designed for:3 rpm switching pointsAnalogue outputs for speed:1 x 0-10 V, 1 x 4-20 mA, 1 x frequency

Depth: 300 mm

m

67

18. Control and monitoring systemSafety system

Rpm switch unit

m

68


Start/stop logic

m

69

19. Diagnostic system DICARE

DICARE is an efficient expert system which collects permanently the actual operating data of the en-gine, scales them to ISO condition, compares them with the nominal values and evaluates all detecteddeviations from these nominal values. Out of this comparison a printable diagnosis results which easecondition based maintenace considerably.

The sensor equipment of the engine laid out for the "on-line operation" with analogue transmitters viaa data converter feeds the PC with measured data on-line for evaluation and storing. Due to the auto-matically established history files trends can be made visible.

Benefits of DICARE:

• Early detection of wear.• Optimum operating condition due to clearly laid out display of deviating engines parameters.• Reduction of maintenance cost due to recognition of trends.• Longer service life of components due to display of comparison of actual vs. desired values.• Information about the engine condition by means of remote access possibilities.• Allows personnel and material planning by early, condition-based recognition of contamination or

wear.

m

70

19. Diagnostic system DICARE

Transmitter for DICARE ON-LINE M 25

= Transmitter from engine monitoring

LocationL = SeparateM = EngineDS = RPM switch system

Designation Transmitter Signal Meas. point no. CM

Location

Fuel viscosity 4 - 20 mA 5253 L

Fuel temperature after viscomat PT 100 5206 L

Fuel temperature at engine inlet PT 100 5201 M

Injection pump rack position 4 - 20 mA 9509 DS

Lube oil pressure 4 - 20 mA 1105 M

Lube oil temperature at engine inlet PT 100 1202 M

Freshwater pressure HT 4 - 20 mA 2102 M

Freshwater temperature at engine inlet HT PT 100 2201 M

Freshwater temperature at engine outlet HT PT 100 2211 M

Differential pressure charge air cooler 4 - 20 mA 7307 M

Intake air pressure 4 - 20 mA 6181 M

Intake air temperature before turbocharger PT 100 7206 M

Charge air pressure after intercooler 4 - 20 mA 7109 M

Charge air temperature before intercooler NiCrNi mV 7309 M

Charge air temperature at engine inlet PT 100 7201 M

Exhaust gas temperature for each cylinder and after turbocharger

NiCrNi mV 8211/8221 M

Exhaust gas temperature before turbocharger NiCrNi mV 8231 M

Engine speed 4 - 20 mA 9419 DS

Turbocharger speed 4 - 20 mA 9429 M

Service hour counter (manual input) Counter binary 9409 DS

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20. Diesel engine management system DIMOS

DIMOS is a computer aided maintenance and spare part management system for Caterpillar Motorendiesel engines. The DIMOS-system will include a data base which is filled with information derivedfrom the operating instructions and the spares catalogue of your respective engine type. This systemenables to administration and check the following four major subjects:1. Maintenance2. Material management3. Statistics4. Budget control.

These four major subjects are provided with many internal connections, so that no double inputs arerequired. All you need for running the DIMOS-system is commercial PC hardware.

The advantages are evident:• Precise follow-up regarding the maintenance intervals as specified by Caterpillar Motoren. No

scheduled date will be forgotten and no history file will be missed.• Immediate access to maintenance and component information.• Quick and simple modification of data is possible at any time.• Extensive and permanently up-to-date decision documents for maintenance with precise updating

of terms.• A lot of paper work can be omitted, and this means a considerable saving of time.• This can be taken from the DIMOS databank as well as from the CD-Rom and the standard docu-

mentation.From various single information to an integrated system

DIMOS

Engine operatinginstructions

Engine spare partscatalogues

Maintenanceschedule

Maintenancejob cards

Maintenanceplanning

Work ordercreation

History andstatistics

Inventory andpurchase

O U T P U T

I N P U TDIMOS

Engine operatinginstructions

Engine spare partscatalogues

Maintenanceschedule

Maintenancejob cards

Maintenanceplanning

Work ordercreation

History andstatistics

Inventory andpurchase

O U T P U T

I N P U T

m

72

21. Standard acceptance test run

In addition to that the following functional tests will be carried out:

- governor test- overspeed test- emergency shut-down via minimum oil pressure- start/stop via central engine control- starting trials up to a minimum air pressure of 10 bar- measurement of crank web deflection (cold/warm condition)

After the acceptance main running gear, camshaft drive and timing gear train will be inspectedthrough the opened covers. Individual inspection of special engine components such as piston orbearings is not intended, because such inspections are carried out by the classification societies atintervals on series engines.

Engine movement due to vibration referred to the global vibration characteristics of the engine:

The basis for assessing vibration severity are the guidelines ISO 10816-6.

According to these guidline the MaK engine will be assigned to vibration severity grade 28, class 5. Onthe engine block the following values will not be exceeded:

Displacement Seff < 0,448 mm f > 2 Hz < 10 HzVibration velocity Veff < 28,2 mm/s f > 10 Hz < 250 HzVibration acceleration aeff < 44,2 m/s2 f > 250 Hz < 1000 Hz

The acceptance test run of the complete genset is carried out on the testbed with customary equip-ment and auxiliaries using exclusively MDO and under the respective ambient conditions of thetestbed. During this test run the fuel rack will be blocked at the contractual output value. In case ofdeviations from the contractual ambient conditions the fuel consumption will be converted to standardreference conditions.

The engine will be run at the following load stages acc. to the rules of the classification societies. Afterreaching steady state condition of pressures and temperatures these will be recorded and registeredacc. to the form sheet of the acceptance test certificate:

Load [%] Duration [min] 25 30 50 30 85 30 100 60 110 30

- with puric ohmic load (cos ϕ = 1)- load application acc. to ISO 3046- without parallel operation

m

73

22. Engine International Air Pollution Prevention Certificate

The MARPOL Diplomatic Conference has agreed about a limitation of NOx emissions, referred to asAnnex VI to Marpol 73/78.

When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (Distillate) and thetest is performed according to ISO 8178 test cycles:

D2: Auxiliary gensetE2: Diesel electric on controlable pitch propellerE3: Fixed pitch propeller at variable speed

Subsequently, the NOx value has to be calculated using different weighting factors for different loadsthat have been corrected to ISO 8178 conditions.

An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engineshowing that the engine complies with the regulation. At the time of writing, only an interim certificatecan be issued due to the regulation not yet in force.

According to the IMO regulations, a Technical File shall be made for each engine. This Technical Filecontains information about the components affecting NOx emissions, and each critical component ismarked with a special IMO number. Such critical components are injection nozzle, injection pump,camshaft, cylinder head, piston, connecting rod, charge air cooler and turbocharger. The allowablesetting values and parameters for running the engine are also specified in the Technical File.

The marked components can later, on-board the ship, be easily identified by the surveyor and thus anIAPP (International Air Pollution Prevention) certificate for the ship can be issued on basis of theEIAPP and the on-board inspection.

Output [%] 100 75 50 25 10

E2+E3 weighting factor 0,20 0,50 0,15 0,15 -

D2 weighting factor 0,05 0,25 0,30 0,30 0,10

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74

23. Painting/Preservation

Inside preservation

N 576-3.3Up to 1 year, engine protected from moisture.- Main running gear and internal mechanics

Outside preservation

N 576-3.1 - Tectyl lightEuropeStorage in the open, protected from moisture, up to 1 year

Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers

N 576-3.2 - Tectyl heavy-dutyOverseasStorage in the open, protected from moisture, up to 1 year

Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers

N 576-4.1 - Clear VarnishNo storage in the open. Only roofed transportation.VCI packaging as per N 576-5.2 is required!

Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers- Surfaces sealed with clear varnish- Bare metal surfaces with light preservation

m

75

23. Painting/Preservation

N 576-4.3 - Painting- No VCI packaging:

Short-term storage in the open, protected from moisture, max. 4 weeks- With VCI packaging:

Storage in the open, protected from moisture, up to 1 year

Appearance of the engine:- Surfaces mostly painted with varnish- Bare metal surfaces provided with light or heavy-duty preservation

N 576-5.2 - VCI packagingStorage in the open, protected from moisture, up to 1 year.Applies for engines with painting as per application groups N 576-4.1 to -4.4Does not apply for engines with Tectyl outside preservation as per application groups N 576-3.1 and -3.2.

Description:- Engine completely wrapped in VCI air cushion foil, with inserted VCI-impregnated flexible

PU-foam mats.

N 576-5.2 Suppl. 1 - Information panel for VCI preservation and inspectionApplies for all engines with VCI packaging as per application group N 576-5.2

Description:- This panel provides information on the kind of initial preservation and instructions for inspection.- Arranged on the transport frame on each side so as to be easily visible.

N 576-6.1 - Corrosion Protection Period, Check, and RepreservationApplies to all engines with inside and outside storage

Description:- Definitions of corrosion protection period, check, and represervation

m

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24. Lifting of engines

For the purpose of transport the genset is equipped with a lifting device which shall remain the prop-erty of Caterpillar Motoren. It has to be returned in a useable condition free of charge.

m

77

25. Engine parts

Cylinder head, Weight 315 kg

Connecting rod, Weight 236 kg Piston, Weight 150 kg

Cylinder liner, Weight 280 kg

M 32 CProject Guide • Genset

Proj

ect G

uide

M32

C G

ense

t

E x c e l l e n c e o n B o a rdE x c e l l e n c e o n B o a rdSubject to change without notice.Leaflet No. 222 · 09.06 · e · L&S · VM3

For more information please visit our website:www.cat-marine.com or www.mak-global.com

Caterpillar Marine Power SystemsEurope, Africa, Middle East


Phone: +49 40 2380-3000Telefax: +49 40 2380-3535

Caterpillar Marine AsiaPacific Pte Ltd14 Tractor RoadSingapore627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624

Americas

MaK Americas Inc.

3450 Executive WayMiramar Park of CommerceMiramar, FL. 33025/USAPhone: +1 954 447 71 00Telefax: +1 954 447 71 15

Caterpillar Marine Trading(Shanghai) Co., Ltd.Rm 2309, Lippo Plaza222, Huai Hai Zhong Road200021 Shanghai/P. R.ChinaPhone: +86 21 5396 5577Telefax: +86 21 5396 7007

Asia PacificHeadquarters


Phone: +49 40 2380-3000Telefax: +49 40 2380-3535

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