Chapter 704

MAN B&W Special Running Conditions Edition 0001

Page 1 (2)

Table of Contents

704-01 Fire in Scavenge Air Box

1. Cause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2. Warnings of Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

3. Measures to be taken . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

4. Scavenge Air Drain Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4.1 Daily checks during running: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.2 Cleaning of drain pipes at regular intervals: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

704-02 Ignition in Crankcase

A. “Hot Spots” in Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
B. Oil Mist in Crankcase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2. Measures to be taken when Oil Mist has occurred . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

704-03 Turbocharger Surging (Stalling)

2. Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.3 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.4 Scavenge Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.5 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3. Countermeasure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

704-04 Running with Cylinders or Turbochargers out of Operation

2. How to put Cylinders out of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
A. Combustion cut out. Piston and exhaust actuator (ELVA) still working
Compression on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
B. Combustion and compression cut out. Piston still working in cylinder . . . . . . . . . . . . 4
C. Combustion cut out. Exhaust valve closed. Piston still working in cylinder. . . . . . . . . 5
D. Piston, piston rod, and crosshead suspended in the engine.
Connecting rod out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
E. Piston, piston rod, crosshead, connecting rod, and telescopic pipe out . . . . . . . . . . . 6

3. Starting after putting Cylinders out of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

4. Running with one Cylinder Misfiring (Cases A and C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

 Chapter 704
MAN B&W Special Running Conditions Edition 0001
Page 2 (2)

Table of Contents

5. How to put Turbochargers out of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

A. If the ship must be instantly manoeuvrable: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
B. If the ship must be instantly manoeuvrable,
but the damaged turbocharger cannot run even at reduced load: . . . . . . . . . . . . . . . 7
C. Running for an extended period with a turbocharger out of operation . . . . . . . . . . . . 8
D. Repair to be carried out during voyage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

6. Putting an Auxiliary Blower out of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

PLATES

Cutting Cylinders out of Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70401

Scavenge Air Drain Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70402
Cutting Turbochargers out of Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70403
Turbocharger Surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70404
Scavenge Air Spaces, Fire Extinguishing Systems . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70405
Components for Hydraulic Systems – Hydraulic Cylinder Unit . . . . . . . . . . . . . . . . Plate 70406
Components for Hydraulic Systems (Accumulator Block) . . . . . . . . . . . . . . . . . . . . Plate 70407
 704-01
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704-01 Fire in Scavenge Air Box

1. Cause
If flakes of burning or glowing carbon deposits drop into the oil sludge at the bottom
of the scavenge air box, this sludge can be ignited and, if very combustible mate-
rial is found here, serious damage can be done to the piston rod and the scavenge
air box walls, the latter possibly causing a reduction in the tension of the staybolts.

Ignition of carbon deposits in the scavenge air box can be caused by:

· prolonged blow-by,
· “slow combustion” in the cylinder, owing to incorrect atomization, incorrect type
of fuel valve nozzle, or “misaligned” fuel jets.
· “blow-back” through the scavenge air ports, owing to a large resistance in the
exhaust system (back pressure).
To keep the exhaust resistance low, heavy deposits must not be allowed to col-
lect on protective gratings, nozzle rings and turbine blades, and the back pres-
sure after the turbocharger must not exceed 350 mm WC.

2. Warnings of Fire

WARNING!
If the auxiliary blowers do not start during low-load running (due
to faults) unburned fuel oil may accumulate on top of the pistons.
This will involve the risk of a scavenge air box fire.

In order to avoid such fire:

· obtain permission to stop the engine
· stop the engine
· remove any unburned fuel oil from the top of the pistons
· re-establish the supply of scavenge air
· start the engine.
The switch for the auxiliary blowers should be in “AUTO”-posi-
tion during all modes of engine control, i.e.:
· remote control
· control from engine side control console.

If the engine stops on shut-down or if the operator commands a safety

stop, the auxiliary blowers are stopped independently of the operating
mode (automatic or manual).
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A fire in the scavenge box manifests itself by:

· an increase in the exhaust temperature of the affected cylinder,

· the turbocharger may surge,
· smoke from the turbocharger air inlet filters when the surging occurs,
· the scavenge air box being noticeably hotter.
If the fire is violent, smoky exhaust and decreasing engine revolutions will occur.

Violent blow-by will cause smoke, sparks, and even flames, to be blown out when
the respective scavenge box drain cock is opened – therefore keep clear of the
line of ejection.

Monitoring devices, see Section 701-02, in the scavenge air space give alarm and
slow-down at abnormal temperature increase.

For CPP-plants with engaged shaft generator, an auxiliary engine will be started
automatically and coupled to the grid before the shaft generator is disengaged and
the engine speed reduced.

3. Measures to be taken
Owing to the possible risk of a crankcase explosion, do not stand near the relief
valves – flames can suddenly be violently emitted.

1. Reduce speed/pitch to SLOW, if not already carried out automatically,

see above, and ask bridge for permission to stop.
2. When the engine STOP order is received, stop the engine and switch-off
the auxiliary blowers.
3. Stop the fuel oil supply.
4. Stop the lub. oil supply.
5. Put the scavenge air box fire extinguishing equipment into function.
See Plate 70405. To prevent the fire from spreading to the next cylinder(s),
the ball valve of the neighbouring cylinder(s) should be opened in case of fire
in one cylinder.
Do not open the scavenge air box or crankcase before the site of the fire has
cooled down to under 100°C. When opening, keep clear of possible fresh
spurts of flame.

6. Remove dry deposits and sludge from all the scavenge air boxes.
See also Section 701-01.
7. Clean the respective piston rods and cylinder liners, and inspect their surface
condition, alignment, and whether distorted. If in order, coat with oil.
Repeat the checking and concentrate on piston crown and skirt, while the en-
gine is being turned (cooling oil and water on).
Inspect the stuffing box and bottom of scavenge box for possible cracks.
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8. If a piston caused the fire, and this piston cannot be overhauled at once, take
the precautions referred to in Section 703-02.
If heating of the scavenge air box walls has been considerable, the staybolts
should be retightened at the first opportunity.

Before retightening, normal temperature of all engine parts must be reestab-

lished.

4. Scavenge Air Drain Pipes Plate 70402

To ensure proper draining of oil sludge from the scavenge air boxes, thereby re-
ducing the risk of fire in the scavenge air boxes, we recommend:

· Daily check during running

· Cleaning of drain pipes at regular intervals

4.1 Daily checks during running:

1. Open the valve between the drain-tank and the sludge-tank.
2. Close the valve when the drain-tank is empty.
3. Check the pipes from flange AV to the drain-tank venting pipe:

Does air escape from the drain-tank venting pipe?

This indicates free passage from flange AV to the

YES
drain-tank venting pipe.
Clean the pipes as described below, at the first oppor-
NO
tunity.

4. Check the pipes from the test-cocks to flange AV:

Open the test cocks, one by one, between the main drain pipe and the scav-
enge air boxes and between the main drain pipe and the scavenge air receiv-
er/auxiliary blowers.

Begin at flange AV, and proceed towards flange BV.

Use this procedure to locate any blocking.
Does air or oil blow-out from the individual test-cock?

The scavenge air space is being drained correctly.

AIR

This indicates free passage from the actual test-cock

to flange AV.
 704-01
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Does air or oil blow-out from the individual test-cock?

The scavenge air space is not being drained cor-

Oil
rectly.

This indicates that the main drain pipe is blocked

between the test-cock which blows-out oil, and the
neighbouring test-cock towards flange AV.

Clean the drain pipe as described below, at the first

opportunity.

4.2 Cleaning of drain pipes at regular intervals:

The intervals should be determined for the actual plant, so as to prevent blocking-
up of the drain system.

Clean the main drain pipe and the drain-tank discharge pipe by applying air, hot
water or steam during engine standstill.

If leaking valves are suspected, dismantle and clean the main drain
pipe manually.

If hot water or steam is used, consider the risk of corrosion on the piston rods, if a
valve is leaking.

1. Check that the valve between flange AV and the main drain pipe is open.
2. Close all valves between the main drain pipe and the scavenge air boxes, and
between the main drain pipe and the scavenge air receiver/auxiliary blowers.
If hot water or steam is used, it is very important to close all valves, to pre-
vent corrosion on the piston rods.

3. Open the valve at flange BV on the main drain pipe.

This leads the cleaning medium to the main drain pipe.

4. When the main drain pipe is sufficiently clean, open the valve between the
drain-tank and the sludge-tank.
This will clean the drain-tank discharge pipe.

5. When the drain tank discharge pipe is sufficiently clean, close the valve be-
tween the drain tank and the sludge tank.
6. Close the valve at flange BV.
7. Finally, open all valves between the main drain pipe and the scavenge air box-
es, and between the main drain pipe and the scavenge air receiver/auxiliary
blowers.
 704-02
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704-02 Ignition in Crankcase

1. Cause
When the engine is running, the air in the crankcase contains the same types of
gas (N2-O2-CO2) in the same proportions as the ambient air, but there is also a
heavy shower of coarse oil droplets being flung around everywhere.

If abnormal friction occurs between the sliding surfaces, or heat is otherwise trans-
mitted to the crankcase (for instance from a scavenge air fire via the piston rod/
stuffing box, or through the intermediate bottom), “Hot spots” on the heated sur-
faces can occur. The “hot spots” will cause the oil falling on them to evaporate.

When the oil vapour condenses again, countless minute droplets are formed
which are suspended in the air, i.e. a milky-white oil mist develops, which is able
to feed and propagate a flame if ignition occurs. The ignition can be caused by the
same “hot spot” which caused the oil mist.

If a large amount of oil mist has developed before ignition, the burning can cause
a tremendous rise of pressure in the crankcase (explosion), which forces a mo-
mentary opening of the relief valves. In isolated cases, when the entire crankcase
has presumably been full of oil mist, the consequential explosion has blown off the
crankcase doors and set fire to the engine room.

In the event that a crankcase explosion has occurred, the

complete flame arrester of the relief valves must be replaced.

NB: Similar explosions can also occur in the gear box and scavenge air box.

Every precaution should therefore be taken to:

A) avoid “hot spots”
B) detect the oil mist in time.

A. “Hot Spots” in Crankcase

Well-maintained bearings only overheat if the oil supply fails, or if the bearing
journal surfaces become too rough (owing to the lubricating oil becoming cor-
rosive, or being polluted by abrasive particles).

For these reasons, it is very important to:

– purify the lubricating oil correctly,

– make frequent control analyses (see Chapter 708),
– ensure that the filter gauze is maintained intact.
Due to the high frictional speed of the thrust bearing, special care has been tak-
en to ensure the oil supply to this bearing.
 704-02
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Monitoring equipment is arranged to give an alarm in cases of low circulating

oil pressure and/or high temperature of thrust bearing segments. Keep this
equipment in tip-top condition. (See Section 701-02).

Feel over moving parts (by hand or with a “thermo-feel”) at suitable intervals
(15-30 minutes after starting, one hour later, and again at full load, (see Section
703-03).

Section 702-01, is still the best safeguard against “hot spots” when starting up
after repairs or alterations affecting the moving parts, and should never be ne-
glected. If in doubt, stop and feel over.

B. Oil Mist in Crankcase

In order to ensure a reliable, and quick warning of oil mist formation in the crank-
case, constant monitoring is obtained with an “Oil Mist Detector”, which sam-
ples air from each crankcase compartment.

The detector will give alarm and slow-down, see Section 701-02, at a mist con-
centration which is only a fraction of the lower explosion limit, LEL, to gain time
to stop the engine before ignition of the oil mist can take place.

See also the special instructions from the supplier of the oil mist detector.

For CPP-plants with engaged shaft generator, an auxiliary engine will be start-
ed automatically and coupled to the grid, before the shaft generator is disen-
gaged and the engine speed reduced.

2. Measures to be taken when Oil Mist has occurred

WARNING!

Do not stand near crankcase doors or relief valves – nor in corridors

near doors to the engine room casing in the event of an alarm for:
a. oil mist
b. high lube oil temperature
c. no piston cooling oil flow, or
d. scavenge box fire
Alarms b, c and d should be considered as pre-warnings of a possible
increasing oil mist level.
See also our Service Letters SL97-348/ERO and SL00-377/CEE.

1. Reduce speed/pitch to slow-down level, if not already carried out automatical-

ly, (see Section 701-02), see above.
2. Ask the bridge for permission to stop.
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3. When the engine STOP order is received:

– stop the engine
– close the fuel oil supply.
4. Switch-off the auxiliary blowers and engine room ventilation.
5. Open the skylight(s) and/or “stores hatch”.
6. Leave the engine room.
7. Lock the casing doors and keep away from them.
8. Prepare the fire-fighting equipment.
Do not open the crankcase until at least 20 minutes after stopping the en-
gine. When opening up, keep clear of possible spurts of flame. Do not use
naked lights and do not smoke.

9. Stop the circulating oil pump. Take off/open all the lowermost doors on one
side of the crankcase. Cut off the starting air, and engage the turning gear.
10. Locate the “hot spot”. Use powerful lamps from the start.
Feel over, by hand or with a “thermo-feel”, all the sliding surfaces (bearings,
thrust bearing, piston rods, stuffing boxes, crossheads, telescopic pipes, vi-
bration dampers, moment compensators, etc.).
See also point 14.

Look for squeezed-out bearing metal, and discolouration caused by heat (blis-
tered paint, burnt oil, oxidized steel). Keep possible bearing metal found at
bottom of oil tray for later analyzing.

11. Prevent further “hot spots” by preferably making a permanent repair.

In case of bearings running hot, see Section 708-01 and Section 701-01.
Ensure that the respective sliding surfaces are in good condition.

Take special care to check that the circulating oil supply is in order.

12. Start the circulating oil pump and turn the engine by means of the turning
gear.
Check the oil flow from all bearings, spray pipes and spray nozzles in the
crankcase and thrust bearing (Section 702-01).

Check for possible leakages from pistons or piston rods.

13. – Start the engine.

After:
– 15-30 minutes,
– one hour later,
– when full load is reached:
 704-02
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– Stop and feel over.

– Look for oil mist.
Especially feel over (by hand or with a “thermo-feel”) the sliding surfaces
which caused the overheating. See Section 703-03.

14. In cases where it has not been possible to locate the “hot spot”, the procedure
according to Point 10 above should be repeated and intensified until the
cause of the oil mist has been found and remedied.
There is a possibility that the oil mist is due to “atomization” of the circulating
oil, caused by a jet of air/gas, e.g. by combination of the following:

– Stuffing box leakages (not air tight).

– Blow-by through a cracked piston crown or piston rod (with direct connec-
tion to crankcase via the cooling oil outlet pipe).
– An oil mist could also develop as a result of heat from a scavenge fire being
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
could also have passed through the stuffing box into the crankcase.
 704-03
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704-03 Turbocharger Surging (Stalling)

1. General
During normal operation, a few ‘shots’ of surging will often occur, e.g. at crash stop
or other abrupt manoeuvrings. This sporadic surging is normally harmless, provid-
ed the turbocharger bearings are in a good service condition.

However, continuous surging must be avoided, as there is a risk of damaging the

rotor, especially the compressor blading.

All cases of turbocharger surging can be divided into three main categories:

1. Restriction and fouling in the air/gas system.

2. Malfunction in the fuel system.
3. Rapid variations in engine load.
However, for convenience, the points in the “check lists” below are grouped ac-
cording to specific engine systems. See also Plate 70404.

2. Causes
2.1 Fuel Oil System
· Low circulating or supply pump pressure.
· Air in fuel oil
· Water in fuel oil
· Low preheating temperature
· Malfunctioning of deaerating valve on top of venting tank
· Defective suction valve
· Sticking fuel pump plunger
· Sticking fuel valve spindle
· Damaged fuel valve nozzle
· Defect in overflow valve in fuel return pipe
· Faulty load distribution (this will be monitored in the ECS).

2.2 Exhaust System

· Exhaust valve not opening correctly
· Damaged or blocked protective grating before turbocharger
· Increased back pressure after T.Ch.
· Pressure pulsations after T.Ch.
· Pressure pulsations in exhaust receiver
· Damaged compensator before T.Ch.
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2.3 Turbocharger
· Fouled or damaged turbine side
· Fouled or damaged compressor side
· Fouled air filter boxes
· Damaged silencer
· Bearing failure.

2.4 Scavenge Air System

· Fouled air cooler, water mist catcher, and/or ducts
· Stopped water circulation to cooler
· Coke in scavenge ports
· Too high receiver temperature.

2.5 Miscellaneous
· Rapid changes in engine load.
· Too rapid rpm change:
a. when running on high load
b. during manoeuvring
c. at shut downs/slow downs
d. when running ASTERN.
e. due to “propeller racing” in bad weather.

3. Countermeasure
Continuous surging can be temporarily counteracted by “blowing-off” from the
valve at the top of the air receiver. However, when doing this the exhaust temper-
atures will increase and must not be allowed to exceed the limiting values, see
Chapter 701.
 704-04
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704-04 Running with Cylinders or Turbochargers out of Operation

1. General
The engine is designed and balanced to run with all cylinders as well as all turbo-
chargers working. If a breakdown occurs which disables one or more cylinders, or
turbochargers, repair should preferably be carried out immediately.

If this is not possible, the engine can be operated with one or more cylinders or
turbochargers out of operation, but with reduced speed owing to the following:

1. As, in such cases, the air supply is no longer optimal, the thermal load will be
higher.
Therefore, depending upon the actual circumstances, the engine will have to
be operated according to the restrictions mentioned in Items 4 and 5 further
on in this Chapter.

Note that the exhaust temperatures can sometimes be high

at about 30-40% load, corresponding to 67 to 73% of MCR
speed. It may be necessary to avoid operating in this range.

2. Pressure pulsations may occur in the scavenge and exhaust receivers, which
can give a reduced air supply to any one of the cylinders, consequently caus-
ing the respective exhaust temperatures to increase.
The load limit for these cylinders must therefore be reduced to keep the ex-
haust temperatures (after valves) below the value stated in Chapter 701.
However, see “Note” under point 1 above.

3. Since the turbochargers will be working outside their normal range, surging
may occur.
This can generally be remedied by “blowing off” from the scavenge air receiv-
er. The increased temperature level caused by this must be compensated for
by a reduction of the engine revolutions, until the exhaust temperatures are in
accordance with the values stated in Chapter 701.

If more than one cylinder must be cut out of operation, and the engine has two
or more turbochargers, it may be advantageous to cut out one of the turbo-
chargers. However, see “Note” under point 1 above.

4. When cylinders are out of operation, hunting may occur. When this happens,
the load limit must be limited by operating the limiter on the MOP.
5. With one or more cylinders out of operation, torsional vibrations, as well as
other mechanical vibrations, may occur at certain engine speeds.
The standard torsional vibration calculations cover the following conditions:
– normal running
– misfiring of one cylinder
 704-04
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The latter leads to load limitations, see Item 4 further on, which in most cases
are irrespective of the torsional vibration conditions; additional restrictions
may occur depending on the specific conditions.

The above-mentioned calculations do not deal with the situation where recip-
rocating masses are removed from the engine or where the exhaust valve re-
mains open. In such specific cases the engine maker has to be contacted.

Should unusual noise or extreme vibrations occur at the chosen speed, this
speed must be further reduced.

Because the engine is no longer in balance, increased stresses occur in

crankshaft. However, if abnormal vibrations do not occur, the engine can usu-
ally be run for a short period (for instance some days) without suffering dam-
age.

If the engine is to be run for a prolonged period with cylinders out of operation, the
engine builder should always be contacted in order to obtain advice concerning
possible recommended barred speed ranges.

When only the fuel for the respective cylinders is cut off, and the starting air con-
nections remain intact, the engine is fully manoeuvrable.

In cases where the starting air supply has to be cut off to some cylinders, starting
in all crankshaft positions cannot always be expected.

If the engine does not turn on starting air in a certain crankshaft position, it must
immediately be started for a short period in the opposite direction, after which re-
versal is to be made to the required direction of rotation.

Should this not give the desired result, it will be necessary to turn the engine to a
better starting position, by means of the turning gear. Remember to cut off the
starting air before turning, and to open the indicator cocks.

2. How to put Cylinders out of Operation Plate 70401

See MOP Description.

The following points (A-E) describe five different “methods” of putting a single cyl-
inder out of operation.

The extent of the work to be carried out depends, of course, on the nature of the
trouble.

NB In cases where the crosshead and crankpin bearings are operative, the oil inlet
to the crosshead must not be blanked-off, as the bearings are lubricated through
the crosshead.

A summary of the various cases is given on Plate 70401.

The items stated on Plates 70406 and 70407 are described below:
 704-04
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Component list S50ME-C Plates 70406 and 70407

215: Check valve – cartridge (accumulators)

304: Check valve – cartridge (pump pressure side)

305: Check valve – cartridge (ACC-bloc inlet from start-up pumps)

309: Check valve – cartridge (high pressure depart ACC-bloc)

310: Pressure relief valve (out pipe)

311: Pressure relief valve (inner pipe)

315: Plug valve. Drain valve from inner pipe

316: Plug valve. Connection from inner to outer pipe

320: Pressure transducer (3 pcs.). System pressure suveillance

330: Pressure transducer. Double wall suveillance

335: Hydraulic accumulator

339: Mini-mess (pressure outer pipe)

340: Mini-mess (pressure inner pipe)

345: Directional valve. Drain from double wall pipe

350: Orifice part of 345

355: Leak indicator double wall suveillance

405: Plug valve. From T-side (return oil)

420: Plug valve. Inlet valve high pressure supply

421: Plug valve. Drain valve from high pressure supply line

425: Mini-mess (high pressure supply line)

430: Plug valve. Leak detection valve from double wall pipe

431: Plug valve. Drain valve from double wall pipe

435: Mini-mess. Pressure between double wall pipes

450: Hydraulic accumulator. The nitrogen pre-charged accumulators

are during operation partly full of high-pressure oil, ensuring a stable
supply, without fluctuations to the cylinder units.

455: Mini-mess. Oil pressure supply at ELFI inlet

456: Mini-mess. Oil pressure supply at ELVA inlet

 704-04
MAN B&W Running with Cylinders or Turbochargers Edition 0001
out of Operation Page 4 (9)

465: Mini-mess. T-side (return oil)

540: Mini-mess. Push rod oil pressure

545: Mini-mess. Oil pressure in ELVA actuator

550: Mini-mess. Oil pressure in ELFI pump

560: Plug valve. Oil supply to cylinder lubricator (currently blanked)

A. Combustion cut out. Piston and exhaust actuator (ELVA) still working
Compression on
Reasons:
Preliminary measure in the event of, for instance: blow-by at piston rings or ex-
haust valve; bearing failures which necessitate reduction of bearing load; faults in
the injection system.

Procedure:
Cut out the fuel pump. (See MOP Description).

Piston cooling oil and cylinder cooling water must not be cut off.
See also Item 4.

B. Combustion and compression cut out. Piston still working in cylinder

Reasons:
This measure is permitted in the event of, for instance, water is leaking into the cyl-
inder from the cooling jacket/liner or cylinder cover.

Running in this way must as soon as possible be superseded by the precautions

mentioned under D or E. See also Item 3.

Procedure:
1. Cut out the fuel pump. See MOP Description.
2. Put the exhaust valve out of action and lock it in open position.
See Vol. II, Procedure 906-28 (Special Running).
Shut-off the air supply to the exhaust valve, and stop the lube oil pumps.
Restart the lube oil pumps.

3. Close the cooling water inlet and outlet valves for the cylinder. If necessary,
drain the cooling water spaces completely.
4. Dismantle the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.
5. When operating in this manner, the speed should not exceed 55% of MCR
speed see also ‘Note’ below.
 704-04
MAN B&W Running with Cylinders or Turbochargers Edition 0001
out of Operation Page 5 (9)

The joints in the crosshead and crankpin bearings have a strength that,
for a short time, will accept the loads at full speed without compression
in the cylinder. However, to avoid unnecessary wear and pitting at the
joint faces, it is recommended that, when running a unit continuously
with the compression cut-out, the engine speed is reduced to 55% of
MCR speed, which is normally sufficient to manoeuvre the vessel.

During manoeuvres, if found necessary, the engine speed can be raised to 80%
of MCR speed for a short period, for example 15 minutes.

Under these circumstances, in order to ensure that the engine speed is kept within
a safe upper limit, the over-speed level of the engine must be lowered to 83% of
MCR speed.

C. Combustion cut out. Exhaust valve closed. Piston still working in cylinder.
Reasons:
This measure may be used if, for instance, the exhaust valve or the actuator is de-
fective. See also Item 4.

Procedure:
1. Cut out the fuel pump. (See MOP Description).
2. Put the exhaust valve out of action (See MOP Description) so that the valve
remains closed (stop the oil supply and remove the hydraulic pipe).

The cylinder cooling water and piston cooling oil must not be cut out.

D. Piston, piston rod, and crosshead suspended in the engine.

Connecting rod out
Reasons:
For instance, serious defects in piston, piston rod, connecting rod, cylinder cover,
cylinder liner and crosshead. See also Item 3.
Procedure:
1. Cut out the fuel pump. (See MOP Description).
2. Put the exhaust valve out of action (See MOP Description) so that the valve
remains closed.
3. Dismantle the starting air pipe
Blank off the main pipe and the control air pipe for the pertaining cylinder.
In this case the blanking-off of the starting air supply is particularly
important, as otherwise the supply of starting air will blow down
the suspended engine components.
4. Suspend the piston, piston rod and crosshead, and take the connecting rod
out of the crankcase, in accordance with the directions in Volume II, Chapter
904.
 704-04
MAN B&W Running with Cylinders or Turbochargers Edition 0001
out of Operation Page 6 (9)

5. Blank off the oil inlet to the crosshead.

6. Set the cylinder lubricator for the pertaining cylinder, to “zero” delivery.

E. Piston, piston rod, crosshead, connecting rod, and telescopic pipe out
Reasons:
This method is only used if lack of spare parts makes it necessary to repair the
defective parts during the voyage. See also Item 3.

Procedure:
1. Cut out the fuel pump. (See MOP Description).
2. Put the exhaust valve out of action (See MOP Description) so that the valve
remains closed.
3. Dismantle the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.
4. Dismantle piston with piston rod and stuffing box, crosshead, connecting rod
and crankpin bearing. Blank off the stuffing box opening with two plates (to-
wards scavenge air box and crankcase). Minimum plate thickness 5 mm.
5. Blank off the oil inlet hole from the telescopic pipe.
6. Set the cylinder lubricator for the pertaining cylinder to “zero” delivery.

3. Starting after putting Cylinders out of Operation

After carrying out any of the procedures described under points B, C, D, and E, it
is, before starting, absolutely necessary to check the oil flow through the bearings,
and the tightness of blanked-off openings.

After 10 minutes’ running, and again after one hour, the crankcase must be
opened for checking:

· the bearings,
· the temporarily secured parts,
· the oil flow through bearings,
· the tightness of blanked-off openings.
Load Restrictions:

Cases A and C, see Item 4 below. Cases B, D and E, always contact the engine
builder for calculation of allowable output and possible barred speed range.

4. Running with one Cylinder Misfiring (Cases A and C)

Misfiring is defined as:

· no injection and
· compression present.
 704-04
MAN B&W Running with Cylinders or Turbochargers Edition 0001
out of Operation Page 7 (9)

If only one cylinder is misfiring, it will most likely be possible to run the engine, i.e.
the remaining and working cylinders, with a mean indicated pressure, pi, up to
90% of the specified MCR-value of pi for the actual engine. In such cases, the fol-
lowing r/min and shaft powers may be obtained with a fixed-pitch propeller.

Total No. of % r/min % Load

Cylinders (of MCR) (of MCR)
4 83 57
5 86 63
6 88 67
7 89 71
8 90 73
9 91 75
10 91 77
11 92 78
12 92 78
14 93 80

NB Only valid for misfiring, i.e. Item 2, points A and C, see also Plate 70401.

With a CP-propeller, the same values apply when running according to the design
pitch.

If more than one cylinder is misfiring, the engine builder must be contacted.

Running Limitations in Cases B, D and E

In cases B, D and E, the engine builder must always be contacted for calculation
of allowable output and possible barred speed range.

5. How to put Turbochargers out of Operation

(See also special instruction book for turbochargers).

If heavy vibrations, bearing failure, or other troubles occur in a turbocharger, pre-

liminary measures can be taken in one of the following ways:

A. If the ship must be instantly manoeuvrable:

Reduce the load until the vibrations cease.

B. If the ship must be instantly manoeuvrable,

but the damaged turbocharger cannot run even at reduced load:

This mode of operation is only recommendable if no time is available

for carrying out the procedures described in Item ‘C’, ‘Running for an
extended period with a Turbocharger out of Operation’.
Refer to the T/C manual regarding the maximum time of operation in condition ‘B’,
before the bearings will be damaged.
 704-04
MAN B&W Running with Cylinders or Turbochargers Edition 0001
out of Operation Page 8 (9)

Engines with one turbocharger:

1. Stop the engine.

2. Lock the rotor of the defective turbocharger. (See T/C manual).
3. Remove the compensator between the compressor outlet and the scavenge
air duct. This reduces the suction resistance.
4. Load restrictions: See Plate 70403.
Engines with two or more turbochargers:

1. Stop the engine.

2. Lock the rotor of the defective turbocharger. (See T/C manual).
3. Insert an orifice plate in the compressor outlet.
A small air flow is required through the compressor to cool the impeller.
4. Load restrictions: See Plate 70403.

The load limit can be increased considerably if an orifice plate is also

inserted in the turbine inlet, as described in Item C, ‘Engines with two
or more Turbochargers’.

C. Running for an extended period with a turbocharger out of operation

Engines with one turbocharger:

· Engines with exhaust by-pass (Option).

The blanking plates mentioned in item 3 below, are optional for BBC/
ABB and MHI turbochargers.

1. Stop the engine.

2. Lock the turbocharger rotor. (See T/C manual).
3. Remove the blanking plate from the exhaust by-pass pipe.
4. Remove the compensator between the compressor outlet and
the scavenge air duct. This reduces the suction resistance.
5. Load restrictions: See Plate 70403.
· Engines without exhaust by-pass.
1. Stop the engine.
2. Remove the rotor and nozzle ring of the turbocharger. (See T/C manual)
3. Insert blanking plates. (See T/C manual)
4. Remove the compensator between the compressor outlet and
the scavenge air duct. This reduces the suction resistance.
5. Load restrictions: See Plate 70403.
 704-04
MAN B&W Running with Cylinders or Turbochargers Edition 0001
out of Operation Page 9 (9)

Engines with two or more turbochargers:

1. Stop the engine.

2. Lock the rotor of the defective turbocharger. (See T/C manual)
3. Insert orifice plates in the compressor outlet and the turbine inlet.
A small air flow is required to cool the impeller, and a small gas flow is desir-
able to prevent corrosion.
4. Load restrictions: See Plate 70403.

D. Repair to be carried out during voyage.

Engines with two or more turbochargers:

1. Stop the engine.

2. Insert blanking plates in compressor outlet, turbine inlet and turbine outlet.
3. Load restrictions: See Plate 70403.
Engines with one turbocharger, equipped with exhaust by-pass (Option):

1. Stop the engine.

2. Insert blanking plates in turbine inlet and turbine outlet.
3. Remove the blanking plate from the exhaust by-pass pipe.
4. Remove the compensator between the compressor outlet and the scavenge
air duct.
5. Load restrictions: See Item ‘C’, ‘Engines with exhaust by-pass (Option)’.

6. Putting an Auxiliary Blower out of Operation

If one of the auxiliary blowers becomes inoperative, it is automatically cut out by
the built-in non-return valve, and there are no restrictions in the operation of the
engine. See also Vol. III, ‘Components Descriptions’, Chapter 910.
BLANK
 MAN B&W Cutting Cylinders out of Action Plate 70401
Edition 0001

Case A Case B Case C Case D Case E

Nature of the Combustion to Compression Combustion to All reciprocat- All reciprocat-
action be stopped and combus- be stopped ing parts sus- ing parts out
tion to be (due to faulty pended or out
stopped exhaust valve)

Some reasons for Blow-by at pis- Leaking cyl- Exhaust valve, Quickest and Only of inte-
the action ton rings or inder cover or or exhaust safest meas- rest if spare
exhaust valve. liner valve actuator, ure in the event parts are not
Reduction of malfunction of faults in large available
load on bear- moving parts,
ings. Faulty or cylinder
injection equip- cover or cylin-
ment. der liner

ELFI (fuel pump) Cut out Cut out Cut out Cut out Cut out

Exhaust valve Working Held open Closed Closed Closed

Air for air spring Open Closed Open Open Open

ELVA Working Cut out Cut out Cut out Cut out
(exhaust actuator)

Starting valve Working Blanked Working Blanked Blanked

Piston with rod Moving Moving Moving Suspended Out

Crosshead Moving Moving Moving Suspended Out

Connecting rod Moving Moving Moving Out Out

Crankpin bearing Moving Moving Moving Out Out

Oil inlet to Open Open Open Blanked Blanked

crosshead

Cooling oil outlet Open Open Open

from crosshead

Cylinder Working Working Working Stopped Stopped

lubricators
 MAN B&W Scavenge Air Drain Pipes Plate 70402
Edition 0001

Normally open. To be closed

AV in case of fire in the
BV
scavenge air box.

10 mm orifice

Sludge tank Drain tank

for heavy oil
centrifuges

Normally closed. Tank to be emptied

during service with valve open

Scavenge air receiver

Cyl. 1

TEST COCK TEST COCK

BV AV
 MAN B&W Cutting Turbochargers out of Action Plate 70403
Edition 0001

Case B Case C 1) Case D

Component Engines with Engines with Engines with one T/C Engines with (Engines
one T/C two or more two or more with two or
T/C With Without T/C more T/C)
by-pass by-pass

Rotor 2) Locked Locked Locked Removed Locked

Nozzle ring 2) Removed

Compressor Orifice plate Orifice plate Blanking

outlet plates

Turbine inlet Orifice plate Blanking

plates

Turbine outlet Blanking

plates

Compensator Removed Removed Removed

after compres-
sor outlet

By-pass Removed
blanking plate

T/C housing 2) Blanking

plates

Max % of MCR
load/ (speed):

1 T/C of 1 15/(53) 3) – 20-(58) 4)

15/(53) 3) – –

1 T/C of 2 – 15/(53) 3) 5) – – 50/(79) 3) 6) 50/(79) 3) 6)

1 T/C of 3 – 20/(58) 3) 5) – – 66/(87) 3) 6)

66/(87) 3) 6)

1 T/C of 4 – 20/(58) 3) 5) – – 75/(91) 3) 6)

75/(91) 3) 6)

1 Aux.bl. of 2 7) 10/(46) 4) 15/(53) 4) 10/(46) 3) 10/(46) 3) 8) 8)

1 Aux.bl. of 3 7) – 15/(53) 4) – – 8) 8)

1 Aux.bl. of 4 7) – 15/(53) 4) – – 8) 8)

1) The engine builder will, in each specific case, be able to give further information about engine load pos-
sibilities and temperature levels.
2) See T/C manual.
3) The exhaust temperatures must not, however, exceed the value(s) stated in Chapter 701.
See also the Note in Item 1, ‘General’.
4) The exhaust temperature must not exceed 430°C.
5) This is due to the loss of exhaust gas through the damaged turbocharger.
6) The mentioned exhaust temperature limit is an average value for the whole load range.
7) Simultaneous with 1 T/C out of operation. There are no load restrictions with 1 aux. blower out of
operation and all T/C’s in operation.
8) See the limits given under ‘1 T/C of 2’, ‘1 T/C of 3’, and ‘1 T/C of 4’, above.
 E
D
E
D
E
D
Observations: Temporary stop of surging: Check of engine performance: Investigations of surging T/C: Corrective actions:
See Chapter 706 (See notes below) (See Chapter 706)

START T/C Clean the turbine, 706

Y
Record: speed Check that the exh. receiver is free from
- Engine load A), B)
loose parts, that the protecting grating to
- Open one exhaust by-pass valve - Engine speed N the turbine is free for passage and that
(if installed), or - T/C speed the compensators are OK.
Y - reduce engine load, or - pmax
Y
Surging tbtc - tatc
at constant - open the relief valve on the scav. air - pcomp
MAN B&W

C)
load? receiver, - pi (if possible)
until surgigng just stops *) N
N - texhv Clean the air cooler, 706
- tbtc
pc Y
- Open one exhaust by-pass valve - tatc
(if installed), or C) Check for:
-patc - Fuel pump / valve failure
Surging Y - open the relief valve on the scav. air - pc N
while run- receiver, or - Low fuel oil pressures, 701
ning up? - start the aux. blowers, if possible, to
- pf pmax - Low fuel oil temp., 701
‘help’ the charger pass the critical point - tcoolinl pcomp pi Y - Back press. valve failure in return pipe
N t exhv - Exhaust valve failure
until surgigng just stops *) - tcoolout
D) - Liner / ring failure
- tscav N
Repair if possible
- pscav
Surging Y If possible: - pexhrec pexhrec Y
at fluctuating - Stabilise the engine load Check that the gas passage from turbine
load? - Adjust the load C) to funnel is free
- Switch over to index regulation N
N
Check the water supply to the cooler(s)
twater Y
NOTES:
Turbocharger Surging

Surging Y C) Clean or renew the filter

while running Reduce the engine load more slowly A) Deviating from normal N
down? B) Deviating from the other T/C’s
C) Higher than normal tscav Y Check that the scav. ports are free from
D) Abnormal or deviating from
Has C) coke, that silencer conditions is OK and
Y surging the other cyl.
END stopped ? N that the air passage in the air duct is
free, if the vessel has direct air intake
N pf Y
Plate

*) Note: The exhaust temperatures must

not be allowed to exceed the C)
Edition

If surging has not stopped:

limiting values, see Chapter 701 N Inspect the turbocharger turbine, cover
ring, nozzle ring, compressor and
diffusor, as described in the T/C manual
0001
70404
 C
O
Steam extinguishing
CO2 extinguishing
Steam pressure 3-10 bar
CO2 test pressure 150 bar

Normally position
open to bilge

CO2 CO2 bottles

At least two bottles ought to be installed.
Water mist extinguishing In most cases, one bottle should be
Fresh water pressure min. 3.5 bar sufficient to extinguish fire in three cylinders,
while two or more bottles would be required
to extinguish fire in all cylinders
Systems

Normally position
open to bilge

To prevent the fire from spreading to the

MAN B&W Scavenge Air Spaces, Fire Extinguishing Plate

next cylinder(s), the ball-valve of the

Edition

neighbouring cylinder(s) should be opened

in the event of fire in one cylinder
0001
70405
MAN B&W Components for Hydraulic Systems Plate 70406
Hydraulic Cylinder Unit Edition 0001
MAN B&W Components for Hydraulic Systems Plate 70407
(Accumaulator Block) Edition 0001