48 60B IMO Tier II Marine Moi

falzen falzen
D2366491EN Printed in Germany GMC-AUG -09110.5

Copyright © MAN Diesel & Turbo · Subject to modification in the interest of technical progress.
Four-stroke diesel engines compliant with IMO Tier II

Project Guide – Marine
48/60B
MAN Diesel & Turbo
86224 Augsburg, Germany
48/60B
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]
www.mandieselturbo.com

Four-stroke diesel engines
compliant with IMO Tier II
falzen falzen
48/60B
Titelseite Marine 48-60MD2.fm
Status Version Checked Date Checked Date

09.2011 2.16 Utjesinovic 2011-09-27 Schmid 2011-09-27
All data provided in this document is non-binding. This data serves informational purposes only and is
especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes
and will be assessed and determined individually for each project. This will depend on the particular
characteristics of each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the transla-
tion, the English text shall prevail.
For latest updates on Project Guides, visit our website www.mandieselturbo.com:

"Products – Marine Engines & Systems – Medium speed – Project Guides".
In addition, please always contact MAN Diesel & Turbo at early project stage to ensure that the latest
information is transferred and the latest status of project tools is used.
MAN Diesel & Turbo

Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]
Titelseite Marine 48-60MD2.fm
© MAN Diesel & Turbo

Reproduction permitted provided source is given.
Table of contents
1 Introduction ....................................................................................... 1 - 1
1.1 Four stroke diesel engine programme for marine................................................................... 1 - 3
1.2 Engine description 48/60B IMO Tier II ..................................................................................... 1 - 5
1.3 Overview 48/60B ....................................................................................................................... 1 - 7
1.4 Typical marine plants and engine arrangements.................................................................. 1 - 11
2 Engine and operation ........................................................................ 2 - 1

2.1 Engine design............................................................................................................................ 2 - 3
2.1.1 Engine cross section............................................................................................. 2 - 3
2.1.2 Engine designations – Design parameters............................................................. 2 - 5
2.1.3 Engine main dimensions, weights and views ......................................................... 2 - 7
2.1.4 Engine inclination .................................................................................................. 2 - 9
2.1.5 Engine equipment for various applications .......................................................... 2 - 11
2.2 Ratings (output) and speeds .................................................................................................. 2 - 17

2.2.1 Standard engine ratings ...................................................................................... 2 - 17
2.2.2 Engine ratings (output) for different applications .................................................. 2 - 19
2.2.3 Engine speeds and related main data ................................................................. 2 - 23
2.2.4 Speed adjusting range ........................................................................................ 2 - 25
2.3 Engine operation under arctic conditions.............................................................................. 2 - 27
2.4 Low load operation ................................................................................................................. 2 - 31
2.5 Propeller operation, suction dredge (pump drive) ................................................................ 2 - 33

2.5.1 Operating range for controllable-pitch propeller................................................... 2 - 33
2.5.2 General requirements for propeller pitch control.................................................. 2 - 35
2.5.3 Operating range for mechanical pump d r i v e ...................................................... 2 - 39
2.5.4 Acceleration times .............................................................................................. 2 - 41
2.6 GenSet operation .................................................................................................................... 2 - 45

2.6.1 Operating range for GenSets....................... ....................................................... 2 - 45
2.6.2 Starting conditions and load application for diesel-electric plants ........................ 2 - 47
Marine_48-60B_IMO Tier IIIVZ.fm
2.6.3 Load application – Preheated engine .................................................................. 2 - 51

2.6.4 Load application – Cold engine (only emergency case) ....................................... 2 - 54
2.6.5 Load application for ship electrical systems ........................................................ 2 - 55
2.6.6 Available outputs and permissible frequency deviations ...................................... 2 - 59
2.6.7 Load reduction ................................................................................................... 2 - 61
48/60B Table of contents - 1

2.6.8 Diesel-electric operation of vessels – Failure of one engine.................................. 2 - 63
2.6.9 Alternator – Reverse power protection ................................................................ 2 - 65
2.6.10 Earthing of diesel engines and bearing insulation on alternators .......................... 2 - 67
2.7 Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 69

2.7.1 Fuel oil consumption for emission standard: IMO Tier II....................................... 2 - 69
2.7.2 Lube oil consumption.......................................................................................... 2 - 71
2.7.3 Starting air/control air consumption .................................................................... 2 - 72
2.7.4 Recalculation of fuel consumption dependent on ambient conditions................... 2 - 73
2.7.5 Aging .................................................................................................................. 2 - 75
2.8 Planning data for emission standard: IMO Tier II.................................................................. 2 - 77

2.8.1 Nominal values for cooler specification – L48/60B .............................................. 2 - 78
2.8.2 Temperature basis, nominal air and exhaust gas data – L48/60B ....................... 2 - 80
2.8.3 Nominal values for cooler specification – V48/60B .............................................. 2 - 82
2.8.4 Temperature basis, nominal air and exhaust gas data – V48/60B ....................... 2 - 84
2.8.5 Load specific values at tropical conditions – 48/60B ........................................... 2 - 86
2.8.6 Load specific values at ISO conditions – 48/60B................................................. 2 - 88
2.8.7 Filling volumes and flow resistances .................................................................... 2 - 90
2.8.8 Operating/service temperatures and pressures ................................................... 2 - 91
2.8.9 Venting amount of crankcase and turbocharger.................................................. 2 - 95
2.9 Exhaust gas emission............................................................................................................. 2 - 97

2.9.1 Maximum allowed emission value NOx IMO Tier II ............................................... 2 - 97
2.9.2 Exhaust gas components of medium speed four-stroke diesel engines............... 2 - 99
2.10 Noise...................................................................................................................................... 2 - 101

2.10.1 Engine noise ..................................................................................................... 2 - 101
2.10.2 Intake noise ...................................................................................................... 2 - 103
2.10.3 Exhaust gas noise............................................................................................. 2 - 105
2.11 Vibration ................................................................................................................................ 2 - 107

2.11.1 Torsional vibrations ........................................................................................... 2 - 107
2.12 Requirements for power drive connection (static).............................................................. 2 - 111
2.13 Requirements for power drive connection (dynamic)......................................................... 2 - 113

2.13.1 Moments of inertia – Engine, damper, flywheel.................................................. 2 - 113
2.13.2 Balancing of masses – Firing order ................................................................... 2 - 115
2.13.3 Static torque fluctuation .................................................................................... 2 - 119
2.14 Power transmission .............................................................................................................. 2 - 123

2.14.1 Flywheel arrangement ....................................................................................... 2 - 123
2.15 Arrangement of attached pumps ......................................................................................... 2 - 127
Table of contents - 2 48/60B

2.16 Foundation ............................................................................................................................ 2 - 129
2.16.1 General requirements for engine foundation ...................................................... 2 - 129
2.16.2 Rigid seating ..................................................................................................... 2 - 131
2.16.3 Chocking with synthetic resin............................................................................ 2 - 139
2.16.4 Resilient seating................................................................................................ 2 - 145
2.16.5 Recommended configuration of foundation....................................................... 2 - 147
2.16.6 Engine alignment .............................................................................................. 2 - 157
3 Engine automation ............................................................................ 3 - 1

3.1 Engine automation.................................................................................................................... 3 - 3
3.1.1 SaCoSone system overview................................................................................... 3 - 3
3.2 Power supply and distribution ................................................................................................. 3 - 9
3.3 Operation................................................................................................................................. 3 - 11
3.4 Functionality ........................................................................................................................... 3 - 13
3.5 Interfaces ................................................................................................................................ 3 - 17
3.6 Technical data......................................................................................................................... 3 - 19
3.7 Installation requirements ....................................................................................................... 3 - 21
3.8 Engine-located measuring and control devices .................................................................... 3 - 23
4 Specification for engine supplies ..................................................... 4 - 1

4.1 Explanatory notes for operating supplies................................................................................ 4 - 3
4.1.1 Lubricating oil ....................................................................................................... 4 - 3
4.1.2 Operation with liquid fuel....................................................................................... 4 - 3
4.1.3 Engine cooling water............................................................................................. 4 - 4
4.1.4 Intake air............................................................................................................... 4 - 4
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil,
diesel oil (MGO/MDO) and biofuels .......................................................................................... 4 - 5
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO) .................. 4 - 11
4.4 Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 17
4.5 Specification for biofuel ......................................................................................................... 4 - 19

4.6 Specification for diesel oil (MDO)........................................................................................... 4 - 21
4.7 Specification for heavy fuel oil (HFO)..................................................................................... 4 - 23
4.8 Viscosity-temperature diagram (VT diagram) ....................................................................... 4 - 35

4.9 Specification for engine cooling water .................................................................................. 4 - 37
4.10 Cooling water inspecting........................................................................................................ 4 - 45
4.11 Cooling water system cleaning .............................................................................................. 4 - 47
4.12 Specification for intake air (combustion air)......................................................................... 4 - 49
5 Engine supply systems ..................................................................... 5 - 1

5.1 Basic principles for pipe selection........................................................................................... 5 - 3
5.1.1 Engine pipe connections and dimensions ............................................................. 5 - 3
5.1.2 Installation of flexible pipe connections for resiliently mounted engines.................. 5 - 5
5.1.3 Condensate amount in charge air pipes and air vessels ...................................... 5 - 11
5.2 Lube oil system ....................................................................................................................... 5 - 15

5.2.1 Lube oil system diagram ..................................................................................... 5 - 15
5.2.2 Lube oil system description................................................................................. 5 - 19
5.2.3 Prelubrication/postlubrication.............................................................................. 5 - 29
5.2.4 Lube oil outlets ................................................................................................... 5 - 31
5.2.5 Lube oil service tank ........................................................................................... 5 - 35
5.2.6 Pressure control valve......................................................................................... 5 - 39
5.2.7 Lube oil automatic filter ....................................................................................... 5 - 41
5.2.8 Lube oil double filter............................................................................................ 5 - 42
5.2.9 Crankcase vent and tank vent............................................................................. 5 - 43
5.3 Water systems ........................................................................................................................ 5 - 45

5.3.1 Cooling water system diagram............................................................................ 5 - 45
5.3.2 Cooling water system description ....................................................................... 5 - 50
5.3.3 Advanced HT cooling water system for increased freshwater generation ............ 5 - 57
5.3.4 Cooling water collecting and supply system........................................................ 5 - 61
5.3.5 Miscellaneous items............................................................................................ 5 - 63
5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device ................ 5 - 65
5.3.7 Turbine washing device, HFO-operation ............................................................. 5 - 67
5.3.8 Nozzle cooling system and diagram.................................................................... 5 - 69
5.3.9 Nozzle cooling water module .............................................................................. 5 - 73
5.3.10 Preheating module.............................................................................................. 5 - 77
5.4 Fuel oil system ........................................................................................................................ 5 - 79

5.4.1 Marine diesel oil (MDO) treatment system ........................................................... 5 - 79
5.4.2 Marine diesel oil (MDO) supply system for diesel engines .................................... 5 - 81
5.4.3 Heavy fuel oil (HFO) treatment system................................................................. 5 - 85
5.4.4 Heavy fuel oil (HFO) supply system ..................................................................... 5 - 89
5.4.5 Fuel supply at blackout conditions .................................................................... 5 - 102

5.5 Compressed air system ........................................................................................................ 5 - 103
5.5.1 Starting air system ............................................................................................ 5 - 103
5.5.2 Starting air vessels, compressors...................................................................... 5 - 109
5.5.3 Jet Assist .......................................................................................................... 5 - 113
5.6 Engine room ventilation and combustion air....................................................................... 5 - 115
5.7 Exhaust gas system.............................................................................................................. 5 - 117

5.7.1 General information........................................................................................... 5 - 117
5.7.2 Components and assemblies............................................................................ 5 - 119
5.8 Exhaust gas aftertreatment – Selective catalytic reduction............................................... 5 - 121

5.8.1 SCR – Selective catalytic reduction ................................................................... 5 - 121
5.8.2 System overview............................................................................................... 5 - 121
5.8.3 System design data .......................................................................................... 5 - 126
6 Engine room planning ....................................................................... 6 - 1

6.1 Installation and arrangement................................................................................................... 6 - 3
6.1.1 General details ...................................................................................................... 6 - 3
6.1.2 Installation drawings.............................................................................................. 6 - 5
6.1.3 Removal dimensions of piston and cylinder liner ................................................. 6 - 13
6.1.4 3D Engine Viewer–
A support programme to configure the engine room ........................................... 6 - 17
6.1.5 Comparison of engine arrangements .................................................................. 6 - 21
6.1.6 Lifting appliance.................................................................................................. 6 - 23
6.1.7 Major spare parts ............................................................................................... 6 - 27
6.1.8 Arrangement of diesel-electric propulsion plants ................................................. 6 - 31
6.2 Exhaust gas ducting ............................................................................................................... 6 - 35

6.2.1 Example: Ducting arrangement ........................................................................... 6 - 35
6.2.2 Position of the outlet casing of the turbocharger ................................................. 6 - 37
7 Propulsion packages......................................................................... 7 - 1
7.1 General ...................................................................................................................................... 7 - 3
7.2 Dimensions................................................................................................................................ 7 - 5
7.3 Propeller layout data................................................................................................................. 7 - 9

7.4 Propeller clearance................................................................................................................. 7 - 11
8 Diesel-electric propulsion plants...................................................... 8 - 1

8.1 Advantages of diesel-electric propulsion ................................................................................ 8 - 3

8.2 Efficiencies in diesel-electric plants........................................................................................ 8 - 5
8.3 Components of a diesel-electric propulsion plant .................................................................. 8 - 7
8.4 Diesel-electric plant design ..................................................................................................... 8 - 9
8.5 Engine selection...................................................................................................................... 8 - 11
8.6 E-plant, switchboard and alternator design.......................................................................... 8 - 13
8.7 Over-torque capability ............................................................................................................ 8 - 17
8.8 Protection of the electric plant............................................................................................... 8 - 19
8.9 Drive control............................................................................................................................ 8 - 21
8.10 Power management................................................................................................................ 8 - 23
8.11 Example configurations of diesel-electric propulsion plants ............................................... 8 - 27
9 Annex ................................................................................................. 9 - 1
9.1 Safety instructions and necessary safety measures .............................................................. 9 - 3
9.1.1 General................................................................................................................. 9 - 3
9.1.2 Safety equipment/measures provided by plant-side .............................................. 9 - 4
9.2 Programme for Factory Acceptance Test (FAT)....................................................................... 9 - 7
9.3 Engine running-in ..................................................................................................................... 9 - 9
9.4 Definitions ............................................................................................................................... 9 - 13
9.5 Symbols................................................................................................................................... 9 - 17
9.6 Preservation, packaging, storage .......................................................................................... 9 - 21

9.6.1 General information............................................................................................. 9 - 21
9.6.2 Storage location and duration ............................................................................. 9 - 22
9.6.3 Follow-up preservation when preservation period is exceeded............................ 9 - 23
9.6.4 Removal of corrosion protection ......................................................................... 9 - 23
9.7 Engine colour .......................................................................................................................... 9 - 25
9.8 Form ........................................................................................................................................ 9 - 29

9.8.1 Diesel-electric plant layout data........................................................................... 9 - 29
9.8.2 Propeller layout data ........................................................................................... 9 - 35
Index ......................................................................................................... I

======
1 Introduction
Kapiteltitel 1 M2.fm
Page 1 - 1
Page 1 - 2
Introduction
1.1 Four stroke diesel engine programme for marine
MAN Medium Speed Propulsion Engines

r/min Engine type
400-428 L58/64
500-514 L51/60DF V51/60DF
500-514 L48/60CR V48/60CR
500-514 L48/60B V48/60B
720-750 L32/44CR V32/44CR
720-750 L32/40 V32/40
1000-
V28/33D*
1032
1000-
V28/33D STC*
1032
L27/38
800
L27/38 (MGO)
1000 L21/31
0 5,000 10,000 15,000 20,000 25,000

kW
* The engine complies with EPA Tier 2.
Figure 1-1 MAN Diesel & Turbo engine programme

0101-0000MAII2.fm
C-BB Page 1 - 3
Introduction
0101-0000MAII2.fm
Page 1 - 4 C-BB
Introduction
1.2 Engine description 48/60B IMO Tier II
NOx Connecting rod and bearing

As in all MAN Diesel & Turbo engines, NOx emis- Optimised marine head design with a joint in the
sion levels for L+V48/60B engines fall below the upper shaft area, allowing piston overhaul without
upper limits specified by the IMO. L+V48/60B en- requiring disassembly of the connecting rod bear-
gines contain a system for automatically adjusting ing; low piston height. Optimised bearing shells of
injection timing to minimise NOx emissions. NOx the connecting rod bearing increase reliability.
emissions that are compliant with the IMO Tier II
NOx limit curve can be achieved with MAN Cylinder head
Diesel & Turbo technologies. The cylinder head has optimised combustion
chamber geometry for improved injection spray
Soot
atomisation. This ensures balanced air-fuel mix-
Soot emission could be reduced by optimizing ture, reducing combustion residue, soot formation
combustion and turbocharging. Soot is invisible and improving fuel economy. High resistance to fa-
down to approx. 20 % load. For invisible smoke tigue, effective heat removal and elimination of
from start up to 100 % MCR MAN Diesel & Turbo very high ignition pressures results in superb com-
offers the common rail fuel injection system as ponent reliability and long service life.
type 48/60CR.
Valves
MAN Diesel turbocharging system
Exhaust valves are designed with armoured, wa-
MAN Diesel & Turbo turbochargers are based on tercooled seats that keep valve temperatures
an optimally designed constant pressure turbo- down. Propellers on the exhaust valve shaft pro-
charging system. vide rotation by exhaust gas, resulting in the clean-
ing effect of the valve seat area during valve
The state of the art turbochargers are beneficial in
closing. This results in low wear rates and long
many ways:
maintenance intervals. Inlet valves are equipped
• The TCA series turbochargers have longer with rotocaps.
bearing overhaul intervals.
Marine main engines
• High efficiency at full and part loads results in
substantial air surplus that safeguard and thor- Engine output is limited to 100 % of rated output
ough combustion without residues and with for engines driving a propeller. Engine output is
low thermal stress inside the combustion limited to 110 % of rated output for engines driving
chamber. The higher efficiency is ensured even a alternator. Overload above 100 % permitted only
at low pressure ratios. briefly to prevent a frequency drop during sudden
load application.
Service friendly design
Fuel injection
Hydraulic tooling for tightening and loosening cyl-
inder head nuts; clamps with quick release fasten- High pressure injection with improved atomization
ers and/or clamp and plug connectors; generously for good combustion of even lowest approved fuel
sized access covers; hydraulic tools for crankshaft quality. The injection system has been optimised
bearing and big end bearing. for improved fuel consumption and lower emission
levels.
0102-0000MD2.fm
E-BB 48/60B Page 1 - 5

Introduction
Fuels materials.The stepped piston and the fire ring to-

gether prevent “bore polishing” of the cylinder liner,
The L+V48/60B engine can be run on heavy fuel
thereby reducing operating costs by keeping lubri-
oil with a viscosity up to 700 mm2/s (cSt) at 50 °C.
cating oil consumption consistently low. Chromi-
Continuous operation on heavy fuel oil is permitted
um ceramic coating of the first piston ring with
in an output range of 100 % to 20 %, and even
wear-resistant ceramic particles in the ring surface
below 20 % for brief periods.
results in minimal wear and tear, ensuring longer
Engine frame times between overhaul (TBO).
Rigid housing in cast monoblock waterless design

construction with tie bolts running from the sus-
pended main bearing through the top edge of the
engine frame and from the cylinder head through
the intermediate plate.
Rocker arm housing

Modified, light-weight rocker covers allow faster
replacement of fuel injectors, simplifying mainte-
nance.
Cylinder liner
The precision machined cylinder liner and sepa-
rate cooling water collar rest on top of the engine
frame and is isolated from any external deforma-
tion, ensuring optimum piston performance and
long service life.
SaCoSone
The 48/60B is equipped with the latest generation
of the proven MAN Diesel & Turbo engine man-
agement system, SaCoSone. For the first time,
SaCoSone breaks down all functions of modern
engine management into one complete system.
Through integration on the engine, it forms one
unit with the drive assembly.
SaCoSone offers:
• Integrated self-diagnosis functions
• Maximum reliability and availability
• Simple use and diagnosis
• Quick exchange of modules (plug in)
• Trouble-free and time-saving commissioning
0102-0000MD2.fm
Stepped piston
Forged dimensionally stable steel crown (with
shaker cooling) and skirt made from high-grade
Page 1 - 6 48/60B E-BB

Introduction
1.3 Overview 48/60B
1.3 Overview 48/60B
Figure 1-2 Overview L48/60B
Legend
• Connection point generally 3 HT pump
1 Fuel inlet 4 HT water outlet
2 LT pump 5 Exhaust heat shield

0103-0000MD2.fm
I-BB 48/60B Page 1 - 7

Introduction
1.3 Overview 48/60B
Figure 1-3 Overview L48/60B
Legend
• Connection point generally 2 Air filter
1 Turbocharger exhaust outlet 3 Air cooler 0103-0000MD2.fm
Page 1 - 8 48/60B I-BB

Introduction
1.3 Overview 48/60B
Figure 1-4 Overview V48/60B
Legend
• Connection point generally 2 HT pump
1 Exhaust heat shield

0103-0000MD2.fm
I-BB 48/60B Page 1 - 9

Introduction
1.3 Overview 48/60B
Figure 1-5 Overview V48/60B
Legend
• Connection point generally 4 Air cooler
1 HT water outlet 5 Air filter
2 LT water outlet 6 Tappet cover
3 Turbocharger exhaust outlet

0103-0000MD2.fm
Page 1 - 10 48/60B I-BB

Introduction
1.4 Typical marine plants and engine arrangements
Figure 1-6 Engine room arrangement: multi purpose and container ships
0104-0000MDA2.fm
Figure 1-7 Special carrier: propelled by 2 x 9L48/60, total output 18,900 kW
E-BB 48/60B, 48/60CR Page 1 - 11

Introduction
Figure 1-8 Ferries: propellered by 4 x 8L48/60, total output 38,400 kW
Figure 1-9 Cruising vessel: Diesel-electric propulsion plant with 4 x 14V48/60, total output 58.8 MW
0104-0000MDA2.fm
Page 1 - 12 48/60B, 48/60CR E-BB

Introduction
Figure 1-10 Dredge: propelled by 2 x 7L48/60, total output 11.6 MW

0104-0000MDA2.fm
E-BB 48/60B, 48/60CR Page 1 - 13

Introduction
0104-0000MDA2.fm
Page 1 - 14 48/60B, 48/60CR E-BB

======
2 Engine and operation

Page 2 - 1
Page 2 - 2
Engine and operation
2.1.1 Engine cross section
2.1 Engine design

0201-0000MD2.fm
Figure 2-1 Cross section – Engine L48/60B; view on counter coupling side
D-BB 48/60B Page 2 - 3

Figure 2-2 Cross section – Engine V48/60, view on coupling side

0201-0000MD2.fm
Page 2 - 4 48/60B D-BB

2.1.2 Engine designations – Design parameters

Example to declare engine designations
18V48/60B
Design index
Piston stroke [cm]
Cylinder bore [cm]
V=Vee engine, L= in-line engine
Cylinder number
Parameter Abbreviations Unit
Number of cylinders 6, 7, 8, 9, -
12, 14, 16, 18
In-line engine L
Vee engine V
Cylinder bore 48 cm
Piston stroke 60
Table 2-1 Designations engine – 48/60B
Parameter Value Unit
Cylinder bore 480 mm
Piston stroke 600
Swept volume of each cylinder 108.6 dm3
Compression ratio 1,150 kW/cyl. marine plants 15.3 -
Distance between cylinder centres L = 820 mm
Distance between cylinder centres V = 1,000
Vee engine, vee angle 50 °
Crankshaft diameter at journal, in-line engine L = 415 mm
Crankshaft diameter at journal, vee engine V = 480
Crankshaft diameter at crank pin 415

0201-0200MD2.fm
Table 2-2 Design parameters engine – 48/60B
E-BB 48/60B Page 2 - 5

0201-0200MD2.fm
Page 2 - 6 48/60B E-BB

2.1.3 Engine main dimensions, weights and views

Engine L48/60B
Figure 2-3 Main dimensions – Engine L48/60B
Legend
Engine L L1 B B1 E F H Weight without

flywheel
mm tons
6L48/60B 8,615 7,290 3,195 2,100 1,280 700 5,360 104
7L48/60B 9,435 8,110 118
8L48/60B 10,460 8,930 3,325 134
9L48/60B 11,425 9,895 146
The dimensions and weights are given for guidance only.
Minimum centreline distance for twin engine installation: 3,200 mm L-engine

Flywheel data, see "Section 2.13.1: Moments of
inertia – Engine, damper, flywheel, page 2-113".
0201-0300MD2.fm
K-BB 48/60B Page 2 - 7

Engine V48/60B
Figure 2-4 Main dimensions – Engine V48/60B
Legend
Engine L L1 B B1 E F H Weight without

flywheel
mm tons
12V48/60B 11,100 9,260 186
14V48/60B 12,100 10,260 209

4,720 2,280 1,410 830 5,420
16V48/60B 13,100 11,260 236
18V48/60B 14,450 12,260 259
The dimensions and weights are given for guidance only.
Minimum centreline distance for twin engine installation: 4,800 mm V-engine

Flywheel data, see "Section 2.13.1: Moments of
inertia – Engine, damper, flywheel, page 2-113".
0201-0300MD2.fm
Page 2 - 8 48/60B K-BB

2.1.4 Engine inclination
D
D
Figure 2-5 Angle of inclination
Legend
 Athwartships
 Fore and aft
Max. permissible angle of inclination [°]1)
Application Athwartships  Fore and aft 
Heel to each Rolling to Trim (static)2) Pitching

side (static) each side (dynamic)
(dynamic) L < 100 m L > 100 m
Main engines 15 22.5 5 500/L 7.5
Table 2-4 Inclinations

1)
Athwartships and fore and aft inclinations may occur simultaneously.
2)
Depending on length L of the ship.
Note!
0201-0400MA2.fm
For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the
ship!
E-BB Page 2 - 7
0201-0400MA2.fm
Page 2 - 8 E-BB
2.1.5 Engine equipment for various applications
Device/measure Ship Stationary

engines
Propeller Auxiliary
engines
Diesel- Diesel-
mechanic electric
Charge air blow-off for firing pressure limitation Order-related, if intake air temp.  5°C
Charge air blow-off for firing pressure limitation Order-related, for plants with catalyst converter
and exhaust gas temperature control
Charge air by-pass X X X X
Two-stage charge air cooler X X X X
Charge air preheating by HT-LT switching O (X1)) O (X1)) O (X1)) O (X1))
Charge air preheating by LT shut off X X X X
CHATCO (charge air temperature control) X X X X
Waste gate (blowing-off the exhaust gas) X2) X2) X2) X2)
Jet Assist (accelerating the turbocharger) O (X3)) X X X
V.I.T. (Variable Injection Timing) X4) X4) X4) X4)
Slow turn O X X5) X
Oil mist detector O O O O
Splash oil monitoring X X X X
Main bearing temperature monitoring X X X X
Attached HT cooling water pump O O O O
Attached LT cooling water pump O O O O
Attached lubrication oil pump O O O O
X = required, O = optional
Table 2-4 Engine equipment

1) Required if after first start the still cold engine should run at partial load without increased smoke emission.
2) Not required for engines with an output PApplication, ISO ≤ 90 % of ISO-standard-output
(Exception: special applications like dredger, fixed-pitch propeller, high-torque for which a clarification with MAN Diesel &
Turbo is necessary. See also "Section 2.6.6: Available outputs and permissible frequency deviations, page 2-59").
3) Required if special demands exist regarding fast acceleration and fast load application without increased soot emission.
4) Automatical V.I.T. (Variable Injection Timing) required.
5) Required for plants with Power Managment System demanding automatic engine start.
0204-0000MD2.fm
K-BB 48/60B Page 2 - 11

Engine equipment for various applications – General description

Charge air blow-off for firing pressure limitation Two-stage charge air cooler
If engines are operated at full load at low intake The two stage charge air cooler consists of two
temperature, the high air density leads to the dan- stages which differ in the temperature level of the
ger of excessive charge air pressure and, conse- connected water circuits. The charge air is first
quently, much too high ignition pressure. In order cooled by the HT circuit (high temperature stage of
to avoid such conditions, part of the charge air is the charge air cooler, engine) and then further
withdrawn upstream or downstream of the charge cooled down by the LT circuit (low temperature
air cooler and blown off into the engine room. This stage of the charge air cooler, lube oil cooler).
is achieved by means of an electro-pneumatically
Charge air preheating by HT-LT switching
controlled flap or a spring-loaded valve.
Charge air preheating by HT-LT switching is used
Charge air blow-off device for firing pressure limitation
in the load range from 0 % up to 20 % to achieve
and exhaust gas temperature control after turbine
high charge air temperatures during part load op-
For plants with an SCR catalyst, downstream of eration. It contributes to improved combustion
the turbine, a minimum exhaust gas temperature and, consequently, reduced exhaust gas discol-
upstream of the SCR catalyst is necessary in order ouration. Unlike the charge air preheating by
to ensure its proper performance. means of the CHATCO control valve, there is no
time delay in this case. The charge air is preheated
This minimum exhaust gas temperature depends
immediately after the switching process by HT
on the type and design of the SCR catalyst and is
cooling water, which is routed through both stages
fixed by its manufacturer. In case the temperature
of the two-stage charge air cooler.
downstream of the turbine falls below the set min-
imum exhaust gas temperature, a flap provided on Charge air preheating by LT shut off (integrated in
the engine is opened gradually in order to blow-off CHATCO)
the charge air until the exhaust gas temperature
Charge air preheating by LT shut off (by means of
downstream of the engine (and thus upstream of
the CHATCO control valve) is as well used in the
the SCR catalyst) has reached the required level.
load range from 0 % up to 20 % to reduce exhaust
Charge air by-pass gas discolouration. Higher charge air tempera-
tures are achieved by shut off the LT stage of the
The charge air pipe is connected to the exhaust
two stage charge air cooler. Depending on engine
pipe via a reduced diameter pipe and a by-pass
type there is a delay in time of about 15 to 25 min-
flap. The flap is closed in normal operation. Mainly
utes, till the positive effect can be noticed, be-
in propeller operation between 25 and 60 % en-
cause previously remaining LT water in the LT
gine load (above cross-over point) the charge air
stage needs to be heated up by the charge air.
by-pass is opened, so that the turbocharger is op-
erated at a higher air flow with higher efficiency.
The resultant increased charge air pressure with
improved scavenging pressure gradient leads to
lower component temperatures.
0204-0000MD2.fm
Page 2 - 12 48/60B K-BB

CHATCO (Charge Air Temperature Control) Slow turn

The charge air temperature control CHATCO Engines, which are equipped with “slow turn”, are
serves to prevent accumulation of condensed wa- automatically turned prior to engine start, with the
ter in the charge air pipe. In this connection, the turning process being monitored by the engine
charge air temperature is, depending on the intake control. If the engine does not reach the expected
air temperature, controlled in such a way that, as- number of crankshaft revolutions (2.5 revolutions)
suming a constant relative air humidity of 80 %, within a specified period of time, or in case the
the temperature in the charge air pipe does not fall slow-turn time is shorter than the programmed
below the condensation temperature. minimum slow-turn time, an error message is is-
sued. This error message serves as an indication
Integrated in the functionality of CHATCO is
that there is liquid (oil, water, fuel) in the combus-
Charge air preheating by LT shut off.
tion chamber. If the slow-turn manoeuvre is com-
Waste gate (blowing-off the exhaust gas) pleted successfully, the engine is started
By blowing off the exhaust gas upstream of the automatically.
turbine and returning it to the exhaust pipe down- Oil mist detector
stream of the turbine, a charge air pressure reduc-
Bearing damage, piston seizure and blow-by in
tion and/or a drop in turbine speed at full load is
combustion chamber leads to increased oil mist
achieved. This measure is necessary if the turbo-
formation. As a part of the safety system the oil
charger has been designed for optimised part load
mist detector monitors the oil mist concentration
operation.
in crankcase to indicate these failures at an early
Jet Assist (acceleration of the turbocharger) stage.
This equipment is used where special demands Splash oil monitoring system
exist regarding fast acceleration and/or load appli-
The splash-oil monitoring system is a constituent
cation. In such cases, compressed air from the
part of the safety system. Sensors are used to
starting air vessels is reduced to a pressure of ap-
monitor the temperature of each individual drive
prox. 4 bar before being passed into the compres-
unit (or pair of drive at V engines) indirectly via
sor casing of the turbocharger to be admitted to
splash oil.
the compressor wheel via inclined bored passag-
es. In this way, additional air is supplied to the Main bearing temperature monitoring
compressor which in turn is accelerated, thereby
As an important part of the safety system the tem-
increasing the charge air pressure. Operation of
peratures of the crankshaft main bearings are
the accelerating system is initiated by a control,
measured just underneath the bearing shells in the
and limited to a fixed load range.
bearing caps. This is carried out using oil-tight re-
VIT (Variable Injection Timing) sistance temperature sensors.
For some engine types with conventional injection
a VIT is available allowing a shifting of injection
start. A shifting in the direction of “advanced injec-
tion” is supposed to increase the ignition pressure
and thus reduces fuel consumption. Shifting in the
direction of “retarded injection” helps to reduce
NOx emissions.
0204-0000MD2.fm
K-BB 48/60B Page 2 - 13

0204-0000MD2.fm
Page 2 - 14 48/60B K-BB

Charge air blow-off

0201-0700MA2.fm
Figure 2-6 Cold charge air blow-off for selective catalyst operation
I-BB Page 2 - 13
0201-0700MA2.fm
Page 2 - 14 I-BB
2.2.1 Standard engine ratings
2.2 Ratings (output) and speeds
Engine 48/60B, GenSet and controllable-pitch propeller (CPP)

1,150 kW/cyl., 500/514 rpm
Engine type Engine rating PISO, Standard1)2)

No. of cylinders
500rpm Available turn- 514rpm Available turn-
ing direction ing direction
kW CW3)CCW4) kW CW3)CCW4)
6L48/60B 6 6,900 Yes/Yes 6,900 Yes/Yes
7L48/60B 7 8,050 Yes/Yes 8,050 Yes/Yes
8L48/60B 8 9,200 Yes/Yes 9,200 Yes/Yes
9L48/60B 9 10,350 Yes/Yes 10,350 Yes/Yes
12V48/60B 12 13,800 Yes/Yes 13,800 Yes/Yes
14V48/60B 14 16,100 Yes/Yes 16,100 Yes/Yes
16V48/60B 16 18,400 Yes/Yes 18,400 Yes/Yes
18V48/60B 18 20,700 Yes/Yes 20,700 Yes/Yes
Table 2-5 Engine ratings 48/60B, GenSet and CPP

1) P as specified in DIN ISO 3046-1, "Paragraph: Definition of engine rating, page 2-18".
ISO, Standard
2)
Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fullfilling the stated quality
requirements.
3) CW clockwise.
4)
CCW counter clockwise.
0202-0000MD2.fm
I-BB 48/60B Page 2 - 17

Engine 48/60B, Suction dredger/pumps (mechanical drive)

Please contact MAN Diesel & Turbo for project specific details.
Definition of engine rating

General definition of diesel engine rating
(according to ISO 15550: 2002; ISO 3046-1:
2002)
Reference Conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity r % 30
Cooling water temperature upstream K/°C 298/25
charge air cooler tcr
Table 2-6 Standard reference conditions
0202-0000MD2.fm
Page 2 - 18 48/60B I-BB

2.2.2 Engine ratings (output) for different applications
PApplication, ISO: Available rating (output) under ISO-conditions dependent on application
Optional power take-off in percentage

Available output in percentage
Max. allowed speed reduction

Fuel stop power (blocking)
of ISO-standard-output
of ISO-standard-output
at maximum torque1)
(tr/tcr/pr=100kPa)2)
Tropic conditions
P Application
Notes
Kind of application % % % °C - -
Marine main engines (with mechanical or Diesel-electric drive)
Main drive alternator 100 110 - 45/38 3) Yes/up to 100 %
Main drive with controllable pitch propeller 100 100 - 45/38 - Yes/up to 100 %
Suction dredger/pumps (mechanical drive)

4)
Main drive with speed reduction at maximum Please contact 20 45/38 Yes/up to 100 %
5)
torque MAN Diesel &
Turbo
Table 2-7 Available outputs/related reference conditions 48/60B

1) Maximum torque given by available output and nominal speed.
2) t = Air temperature at compressor inlet of turbocharger.
r
tcr = Cooling water temperature before charge air cooler.
pr = Barometric pressure.
3) According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to provide addi-
tional engine power for governing purpose only (e. g. transient load conditions and suddenly applied load).
This additional power shall not be used for the supply of electrical consumers.
4) According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
listed in the column P Application.

5) Special turbocharger matching required.
0202-020aMD2.fm
E-BB 48/60B Page 2 - 19

0202-020aMD2.fm
Page 2 - 20 48/60B E-BB

P Operating: Available rating (output) under local conditions and dependent on application
Dependent on local conditions or special application demands a further load reduction of P Application, ISO
might be needed.
1. No de-rating necessary, provided the conditions listed in the respective column
(see "Table 2-9: De-rating – Limits of ambient conditions") are met:
No de-rating up to De-rating needed according to formula, De-rating

stated reference see 2. needed
conditions (Tropic), accord. to spe-
see 1. cial calcula-
tion, see 3.
Air temperature before  318 K (45 °C) 318 K (45 °C) < Tx  333 K (60 °C) > 333 K (60 °C)
turbocharger Tx
Ambient pressure  100 kPa (1 bar) 100 kPa (1 bar) > pambient  90 kPa < 90 kPa
Cooling water tempera-  311 K (38 °C) 311 K (38 °C) < Tcx  316 K (43 °C) > 316 K (43 °C)
ture inlet charge air
cooler (LT stage)
Intake pressure before  –20 mbar1) –20 mbar > pair before compressor  –40 mbar1) < –40 mbar1)
compressor
Exhaust gas back pres-  30 mbar1) 30 mbar < pexhaust after turbine  60 mbar1) > 60 mbar1)
sure after turbocharger
Table 2-9 De-rating – Limits of ambient conditions

1) Below/above atmospheric pressure.
2. De-rating due to ambient conditions and negative intake pressure before compressor or exhaust gas
back pressure after turbocharger.
 318 
1.2
 311  
a       1.09  0.09  with a  1
  Tx  U  O   Tcx  
POperating  PApplication,ISO  a
a Correction factor for ambient conditions
Tx Air temperature before turbocharger [K] being considered T x

 273  t x 
U Increased negative intake pressure before compressor leads to an de-rating, calculated as increased air temperature
before turbocharger

U  20mbar  p Air before compressor mbar   0.25K mbar  withU  0
0202-020bMA2.fm
D-BB Page 2 - 19
O Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature
before turbocharger:
 
O  PExhaust after turbine mbar   30mbar  0.25K mbar with 0  0
Tcx Cooling water temperature inlet charge air cooler (LT stage) [K] being considered  TCX  273  tcx 
T Temperature in Kelvin [K]
t Temperature in degree Celsius [°C]
3. De-rating due to special conditions or demands.

Please contact MAN Diesel & Turbo:
• If limits of ambient conditions mentioned in "Ta-
ble 2-9: De-rating – Limits of ambient conditions" are
exceeded. A special calculation is necessary.
• If higher requirements for the emission level ex-
ist. For the allowed requirements see "Section:
Exhaust gas emission".
• If special requirements of the plant for heat re-
covery exist.
• If special requirements on media temperatures
of the engine exist.
• If any requirements of MAN Diesel & Turbo
mentioned in the Project Guide can not be
kept.
Note!
Operating pressure data without further speci-
fication are given below/above atmospheric
pressure.
0202-020bMA2.fm
Page 2 - 20 D-BB
2.2.3 Engine speeds and related main data
Unit 50 Hz 60 Hz
Cylinder rating kW/cyl. 1,150 1,150
Rated speed rpm 500 514
Mean piston speed m/s 10.0 10.3
Mean effective pressure bar 25.4 24.7
Number of pole pairs - 6 7
Lowest engine operating speed: rpm

in case of rigid foundation approx. 130 approx. 130
in case of resilient foundation speed
depends on layout of mounting - -
Highest engine operating speed1) rpm 525 525
Speed adjusting range rpm see "Section 2.2.4: Speed adjusting range, page 2-25"
Note!
Power take-off on engine free end up to 100 % of rated output.
Table 2-9 Engine speeds and related main data

1)
This concession may possibly be restricted, see "Figure 2-19: Permissible frequency deviations and corresponding max. output".
0202-0300MD2.fm
E-BB 48/60B Page 2 - 23

0202-0300MD2.fm
Page 2 - 24 48/60B E-BB

2.2.4 Speed adjusting range

The following specification represents the stand-
ard settings. For special applications, deviating
settings may be necessary.
Drive Speed droop Maximum Maximum Minimum

speed at full speed at idle speed
load running
1 main engine with controlla- 3% 100 % (+0.5%) 103 % (+0.5%) 60 %

ble-pitch propeller and without
PTO
Mechanical governors

ble-pitch propeller and with
PTO
Parallel operation of 2 engines 5% 100 % (+0.5%) 105 % (+0.5%) 60 %

driving 1 shaft with/without
PTO
GenSets/"diesel-electric 5% 103 % 108 % 60 %

plants"

ble-pitch propeller and without
PTO

ble-pitch propeller and with
PTO
Parallel operation of 2 engines

Electronic governors
driving 1 shaft with/without

PTO:
Load sharing via speed droop 5% 100 % (+0.5%) 105 % (+0.5%) 60 %

or
Master/Slave Operation 0% 100 % (+0.5%) 100 % (+0.5%) 60 %
GenSets/"diesel-electric - - - -
plants"
Load sharing via speed droop 5% 100 % (+0.5%) 105 % (+0.5%) 60 %

by PMS or
Isochronous load sharing 0% 100 % (+0.5%) 100 % (+0.5%) 60 %
Table 2-10 Mechanical/electronic governors

0202-0400MA2.fm
E-BB Page 2 - 25
0202-0400MA2.fm
Page 2 - 26 E-BB
2.3 Engine operation under arctic conditions
Arctic condition is defined as: Engine equipment

Air intake temperatures of the engine below +5 °C SaCoS/SaCoSone
If engines operate under arctic conditions (inter- • SaCoS/SaCoSone equipment is suitable to be
mittently or permanently), the engine equipment stored at minimum temperatures of –15 °C.
and plant installation have to meet special design
• In case these conditions cannot be met, pro-
features and requirements. They depend on the
tective measures against climatic influences
possible minimum air intake temperature of the
have to be taken for the following electronic
engine and the specification of the fuel used.
components:
Minimum air intake temperature of the engine, tx:
- EDS Databox APC620
• Category A
- TFT-touchscreen display
+5 °C > tx  15 °C
- Emergency switch module BD5937
• Category B
These components have to be stored at plac-
–15 °C > tx  35 °C es, where the temperature is above –15 °C.
• Category C • A minimum operating temperature of  0 °C
has to be ensured. The use of an optional elec-
tx  35 °C
tric heating is recommended.
Special engine design requirements
Alternators
• Charge air blow-off according to categories A,
Alternator operation is possible according to sup-
B or C.
pliers specification.
• If arctic fuel (with very low lubricating properties)
is used, the following actions are required: Plant installation
- The maximum allowable fuel temperatures Intake air conditioning
have to be kept.
• Air intake of the engine and power house/en-
- Fuel injection pump gine room ventilation have to be two different
systems to ensure that the power house/en-
Only in case of conventional fuel injection
gine room temperature is not too low caused
system, dependent on engine type installa-
by the ambient air temperature.
tion and activation of sealing oil system may
be necessary, because low viscosity of the • It is necessary to ensure that the charge air
fuel can cause an increased leakage and the cooler cannot freeze when the engine is out of
lube oil will possibly being contaminated. operation (and the cold air is at the air inlet
side).
- Fuel injection valve
• Gas engines
Nozzle cooling has to be switched off to
avoid corrosion caused by temperatures be- - An air intake temperature  +5 °C has to be
low the dew point. ensured by preheating.
- Inlet valve lubrication - In addition, the maximum ambient tempera-
0205-0000AA2.fm
ture has to be considered since the engine

Has to be activated to avoid an increased
control can only compensate a limited tem-
wear of the inlet valves.
perature range (approx. 20 K).
D-BB Page 2 - 27
Example: Minimum power house/engine room temperature

Maximum ambient temperature .... +35 °C • Ventilation of power house/engine room
Temperature compensation The air of the power house/engine room venti-
by engine.......................................... 20 K lation must not be too cold (preheating is nec-
essary) to avoid the freezing of the liquids in the
> An air intake temperature of  +15 °C
power house/engine room systems.
(35 °C – 20 K = 15 °C) has to be en-
sured by preheating. • Minimum powerhouse/engine room tempera-
ture for design  +5 °C
• Dual-fuel engines
• Coolant and lube oil systems
- Category A, B
- HT and lube oil system has to be preheated
No additional actions are necessary. The
for each individual engine, see "Section 2.5.2:
charge air before the cylinder is preheated
Starting conditions and load application for diesel-
by the HT circuit of the charge air cooler (LT
electric plants, page 2-35".
circuit closed).
- Design requirements for the preheater of HT
- Category C
systems:
> An air intake temperature  –35 °C has to
> Category A
be ensured by preheating.
Standard preheater
> Additionally the charge air before the cyl-
inder is preheated by the HT circuit of the > Category B
charge air cooler (LT circuit closed). 50 % increased capacity of the preheater
> In special cases the change-over point > Category C
for the change from diesel operation to 100 % increased capacity of the pre-
dual-fuel mode (gas mode) has to be heater
shifted to a higher load.
- If a concentration of anti-freezing agents of
• Diesel engines > 50 % in the cooling water systems is
- Category A, B needed, please contact MAN Diesel &
No additional actions are necessary. The Turbo for approval.
charge air before the cylinder is preheated - For information regarding engine cooling
by the HT circuit of the charge air cooler (LT water see "Section 4: Specification for engine
circuit closed). supplies, page 4-1".
- Category C • Insulation
> An air intake temperature  –35 °C has to The design of the insulation of the piping sys-
be ensured by preheating. tems and other plant parts (tanks, heat ex-
> Additionally the charge air before the cyl- changer etc.) has to be modified and designed
inder is preheated by the HT circuit of the for the special requirements of arctic condi-
charge air cooler (LT circuit closed). tions.
0205-0000AA2.fm
Page 2 - 28 D-BB
• Heat tracing
To support the restart procedures in cold con-
dition (e. g. after unmanned survival mode dur-
ing winter), it is recommended to install a heat
tracing system in the piping to the engine.
Note!
A preheating of the lube oil has to be ensured.
If the plant is not equipped with a lube oil sep-
arator (e. g. plants only operating on MGO) al-
ternative equipment for preheating of the lube
oil to be provided.
For plants taken out of operation and cooled
down below temperatures of +5 °C additional
special measures are needed – in this case
please contact MAN Diesel & Turbo.
0205-0000AA2.fm
D-BB Page 2 - 29
0205-0000AA2.fm
Page 2 - 30 D-BB
2.4 Low load operation
Definition Operation on heavy fuel oil

Generally the following load conditions are differ- Because of the afore mentioned reasons, low load
entiated: operation < 25 % of full load output on heavy fuel
oil is subjected to certain limitations. For further in-
• Overload (for regulation):
formation see "Figure 2-10: Time limits for low load op-
> 100 % of full load output
eration (on the left), duration of “relieving operation“ (on
• Full load: 100 % of full load output the right)", the engine must, after a phase of part
• Part load: < 100 % of full load output load operation, either be switched over to diesel
operation or be operated at high load (> 70 % of
• Low load: < 25 % of full load output full load output) for a certain period of time in order
to reduce the deposits in the cylinder and exhaust
Correlations gas turbocharger again.
The ideal operating conditions for the engine pre- In case the engine is to be operated at low load for
vail under even loading at 60 % to 90 % of the full a period exceeding (see "Figure 2-10: Time limits for
load output. Engine control and rating of all sys- low load operation (on the left), duration of “relieving op-
tems are based on the full load output. eration“ (on the right)"), the engine is to be switched
In the idling mode or during low load engine oper- over to diesel oil operation beforehand.
ation, combustion in the cylinders is not ideal. De- Be aware, that after 500 hours continuous heavy
posits may form in the combustion chamber, fuel oil operation at low load in the range 20 % to
which result in a higher soot emission and an in- 25 % of the full engine output a new running in of
crease of cylinder contamination. the engine is needed (see "Section 9.3: Engine run-
Moreover, in low load operation and during ma- ning-in, page 9-9"). For continuous heavy fuel oil op-
noeuvring of ships, the cooling water tempera- eration at low load in the range < 25 % of the full
tures cannot be regulated optimally high for all engine output, coordination with MAN Diesel &
load conditions which, however, is of particular im- Turbo is absolutely necessary.
portance during operation on heavy fuel oil.
Operation on diesel fuel
Better conditions For low load operation on diesel fuel oil, the follow-
Optimization of low load operation is obtained by ing rules apply:
cutoff of the LT stage of the charge air cooler or • A continuous operation below 20 % of full load
perfusion of the LT stage with HT water if HT or LT has to be avoided, if possible.
switching is available to that engine type.
Note!
For common rail engines mostly this is not neces-
sary because optimized combustion is realized by Should this be absolutely necessary, MAN Diesel &
an electronically controlled fuel injection system. Turbo has to be consulted for special arrange-
ments.
HT: High temperature
• A no-load operation, especially at nominal
LT: Low temperature speed (alternator operation) is only permitted
for a maximum period of one hour.
No limitations are required for loads above 20 % of
0206-0000MA2.fm
full load, as long as the specified operating data of

the engine will not be exceeded.
E-BB Page 2 - 31
P [%] Time limits for low-load operation Duration of "relieving operation"

MGO.MDO,HFO-operation
> 70% of full-load output
t [h]
Figure 2-10 Time limits for low load operation (on the left), duration of “relieving operation“ (on the right)
Legend
P Full load output [%]
t Operating period [h]
Explanations
New running in needed after > 500 hours low load
operation (see "Section 9.3: Engine running-in, page
9-9").
Note!
Acceleration time from present output to 70 %
of full load output not less than 15 minutes.
Example
Line a (time limits for low load operation):
At 10 % of full load output, HFO operation is per-
missible for maximum 19 hours, MGO/MDO oper-
ation for maximum 40 hours, than output has to
be increased.
Line b (duration of relieving operation):
Operate the engine for approx. 1.2 hours at not
less than 70 % of full load output to burn away the
deposits that have formed.
0206-0000MA2.fm
Page 2 - 32 E-BB
2.5.1 Operating range for controllable-pitch propeller
2.5 Propeller operation, suction dredge (pump drive)

Engine output [%] Torque, BMEP [%]
110 100
1 Load limit MCR
2 Recommended combinator curve
100 90
3 Zero thrust
90
80
80
70
70 Max. permitted engine output

after load reduction demand of 60
engine control
60
1 50
50
2
40
40
Range II
Range I 30
30
20
20
3
10 10
0
40 50 60 70 80 90 100 110
Engine speed [%]
Figure 2-7 Operating range for controllable-pitch propeller
Note! phase) by a torsional vibration calculation, by

a dimensioning of the resilient mounting, and,
In rare occasions it might be necessary that
if necessary, by an engine operational vibration
certain engine speed intervals have to be
calculation.
barred for continuous operation.
For FPP applications as well as for applica-
0207-0000MAsd2.fm
tions using resilient mounted engines, the ad-

missible engine speed range has to be
confirmed (preferably at an early project
D-BB 32/40, 48/60B, 48/60CR Page 2 - 33

Rated output/operating range

Maximum continuous rating (MCR)
Range I: Operating range for continuous opera-
tion.
Range II: Operating range which is temporarily ad-
missible e. g. during acceleration and manoeu-
vring.
The combinator curve must keep a sufficient dis-
tance to the load limit curve. For overload protec-
tion, a load control has to be provided.
Transmission losses (e. g. by gearboxes and shaft
power) and additional power requirements (e. g.
by PTO) must be taken into account.
IMO certification for engines with operating range for

controllable-pitch propeller (CPP)
Test cycle type E2 will be applied for the engine´s
certification for compliance with the NOx limits ac-
cording to NOx technical code.
0207-0000MAsd2.fm
Page 2 - 34 32/40, 48/60B, 48/60CR D-BB

2.5.2 General requirements for propeller pitch control

Pitch control of the propeller plant
4 – 20 mA load indication from engine control
As a load indication a 4 – 20 mA signal from the
engine control is supplied to the propeller control.
General
A distinction between constant-speed operation
and combinator-curve operation has to be en-
sured.
Failure of propeller pitch control:
In order to avoid overloading of the engine upon
failure of the propeller pitch control the propeller
pitch must be adjusted to a value < 60 % of the
maximum possible pitch.
Combinator-curve operation:
The 4 – 20 mA signal has to be used for the as-
signment of the propeller pitch to the respective
engine speed. The operation curve of engine
speed and propeller pitch (for power range, see
"Section 2.5.1: Operating range for controllable-pitch pro-
peller (CPP), page 2-32") has to be observed also
during acceleration/load increase and unloading.
Acceleration/load increase
The engine speed has to be increased prior in-
creasing the propeller pitch (see "Figure 2-8: Exam-
ple to illustrate the change from one load step to
another").
Or if increasing both synchronic the speed has to
be increased faster than the propeller pitch. The
area above the combinator curve should not be
reached.
Automatic limiting of the rate of load increase must
also be implemented in the propulsion control.
Deceleration/unloading the engine

The engine speed has to be reduced later than the
propeller pitch (see "Figure 2-8: Example to illustrate
the change from one load step to another").
Or if decreasing both synchronic the propeller
0207-0200MA2.fm
pitch has to be decreased faster than the speed.

The area above the combinator curve should not
be reached.
A-BB Page 2 - 35
Engine output [%]
1 Load limit
2 Recommended combinator curve MCR
3 Zero thrust
Detail:
decreasing load
1st Pitch
1
(load)
2nd Speed
2
Detail:
increasing load
2nd Pitch
(load)
1st Speed
Load steps
Engine speed [%]

0207-0200MA2.fm
Figure 2-9 Example to illustrate the change from one load step to another
Page 2 - 36 A-BB
Windmilling protection Propeller pitch reduction contact

If a stopped engine (fuel admission at zero) is be- This contact is activated when disturbances in en-
ing turned by the propeller, this is called “windmill- gine operation occur, for example too high ex-
ing”. The permissible period for windmilling is haust-gas mean-value deviation. When the
short, because windmilling can cause, due to poor contact is activated, the propeller control system
lubrication at low propeller speed, excessive wear has to reduce the propeller pitch to 60 % of the
of the engines bearings. rated engine output, without change in engine
speed.
Single-screw ship
The propeller control has to ensure that the wind- Distinction between normal manoeuvre and emergen-
milling time is less than 40 sec. cy manoeuvre
Multiple-screw ship The propeller control system has to be able to dis-
tinguish between normal manoeuvre and emer-
The propeller control has to ensure that the wind-
gency manoeuvre (i.e., two different acceleration
milling time is less than 40 sec. In case of plants
curves are necessary).
without shifting clutch, it has to be ensured that a
stopped engine won't be turned by the propeller.
MAN Diesel & Turbo's guidelines concerning acceler-
(Regarding maintenance work a shaft interlock ation times and power range have to be observed
has to be provided for each propeller shaft.)
The power range (see"Section 2.5.1: Operating range
for controllable-pitch propeller, page 2-33") and the ac-
Binary signals from engine control
celeration times (see "Section 2.5.4: Acceleration
Overload contact times, page 2-41") are to be observed.
The overload contact will be activated when the
engines fuel admission reaches the maximum po-
sition. At this position, the control system has to
stop the increase of the propeller pitch. If this sig-
nal remains longer than the predetermined time
limit, the propeller pitch has to be decreased.
Operation close to the limit curves (only for electronic
speed governors)
This contact is activated when the engine is oper-
ated close to a limit curve (torque limiter, charge air
pressure limiter...). When the contact is activated,
the propeller control system has to keep from in-
creasing the propeller pitch. In case the signal re-
mains longer than the predetermined time limit,
the propeller pitch has to be decreased.
0207-0200MA2.fm
A-BB Page 2 - 37
0207-0200MA2.fm
Page 2 - 38 A-BB
2.5.3 Operating range for mechanical pump drive
Torque, BMEP [%]

Engine output [%]
110 100
MCR
(reduced output according to
100 chapter „available outputs“) 90
Range I – operating range for

90 80
continuous operation
80 3 Theoretical propeller curve

70
70
3 60
Max. permitted engine
60 output after load
reduction demand of 50
engine control
50
40
40
30
30 Range I
20
20
10 10
0
30 40 50 60 70 80 90 100 110
Engine speed [%]
Figure 2-10 Operating range for mechanical pump drive
0207-0400MA2.fm
K-BA Page 2 - 39
• MCR
Maximum continuous rating, fuel stop power
• Range I
Operating range for continuous operation
• For dredge applications with dredge pumps di-
rectly mechanically driven by the engines there
is a requirement for full constant torque opera-
tion between 80 % and 100 % of nominal en-
gine speed. This specific operating range
results in a reduced output of the engine ac-
cording to "Table: Available outputs/related refer-
ence conditions" in "Section: Engine ratings (output)
for different applications – Ratings (output) and
speeds".

mechanical pump drive
Test cycle type C1 for auxiliary engine application
will be applied for the engine´s certification for
compliance with the NOx limits according to NOx
technical code.
0207-0400MA2.fm
Page 2 - 40 K-BA
2.5.4 Acceleration times
Acceleration times for controllable pitch-propeller plants

General remark
Stated acceleration times in "Figure 2-11: Control le-
ver setting and corresponding engine specific acceleration
times (for guidance)" are valid for the engine itself.
Dependend on the propulsion train (moments of
inertia, vibration calculation etc.) project specific
this may differ. Of course, the acceleration times
are not valid for the ship itself, due to the fact, that
the time constants for the dynamic behavior of the
engine and the vessel may have a ratio of up to
1:100, or even higher (dependent on the type of
vessel). The effect on the vessel must be calculat-
ed separately.
Propeller control
For remote controlled propeller drives for ships
with unmanned or centrally monitored engine
room operation in accordance to IACS “Require-
ments concerning MACHINERY INSTALLA-
TIONS”, M43, a single control device for each
independent propeller has to be provided, with au-
tomatic performance preventing overload and
prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine ac-
cording to the relevant and specific operating
range (CPP, FPP, water jet, etc.) has to be en-
sured. In case of a manned engine room and man-
ual operation of the propulsion drive, the engine
room personnel are responsible for the soft load-
ing sequence, before control is handed over to the
bridge.
Load control program
The lower time limits for normal and emergency
manoeuvres are given in our diagrams for applica-
tion and shedding of load. We strongly recom-
mend that the limits for normal manoeuvring is
observed during normal operation, to achieve
trouble-free engine operation on a long-term ba-
sis. An automatic change-over to a shortened load
programme is required for emergency manoeu-
vres. The final design of the programme should be
0207-050aMDE2.fm
jointly determined by all the parties involved, con-

sidering the demands for manoeuvring and the ac-
tual service capacity.
E-BB 48/60B, 48/60CR Page 2 - 41

0207-050aMDE2.fm
Page 2 - 42 48/60B, 48/60CR, 58/64 E-BB

0207-050bMDE2.fm
K-BA
Figure 2-11
ASTERN AHEAD
Engines 48/60B, 48/60CR
FULL ASTERN STOP FULL AHEAD

STOP to FULL AHEAD
to STOP to FULL ASTERN to STOP
100
90
Emergency Manoeuvre
80
70
60
Normal Manoeuvre
50
40
Engine rating [%]
48/60B, 48/60CR
30
20
10
0
1 0 2 1 0 0 1 2 3 4 5 6 7 8 9 10 0 1 2
Time in minutes Time in minutes
Time [min] with preheated engine (lube oil temperature minimum 40°C, cooling water temperature minimum 60°C)
Control lever setting and corresponding engine specific acceleration times (for guidance)
Engine speed should generally rise more quickly than propeller pitch when loading and fall more slowly when unloading the engine.
Page 2 - 43
0207-050bMDE2.fm
Page 2 - 44 48/60B, 48/60CR K-BA

2.6.1 Operating range for GenSets
2.6 GenSet operation

0208-0100MA.fm
Figure 2-12 Operating range for GenSets
D-BC Page 2 - 45
• MCR
Maximum continuous rating
• Range I
Operating range for continuous service
• Range II
No continuous operation allowed.
Maximum operating time less than 2 minutes.
• Range III
According to DIN ISO 8528-1 load > 100 % of
the rated output is permissible only for a short
time to provide additional engine power for
governing purposes only (e.g. transient load
conditions and suddenly applied load). This ad-
ditional power shall not be used for the supply
of electrical consumers.

electric propulsion
Test cycle type E2 will be applied for the engine´s
certification for compliance with the NOx limits ac-
cording to NOx technical code.
0208-0100MA.fm
Page 2 - 46 D-BC
2.6.2 Starting conditions and load application for diesel-electric plants

In multiple-engine plants with GenSet operation Plant
and load regulation by a power management sys-
• Prelubrication pump with low pressure before
tem, the availability of engines not in operation is
engine (0.3 bar < pOil before engine < 0.6 bar)
an important aspect.
Note!
The following data and conditions are of rele-
vance: Oil pressure > 0.3 bar to be ensured also for lube
oil temperature up to 80 °C.
• Engine start-up time until synchronization
• Equipment to ensure fuel oil pressure of
• "Black-Start" capability (with restriction of the
> 0.6 bar for engines with conventional injec-
plant)
tion system and > 3.0 bar for common rail sys-
• Load application times tem
Note!
Requirements on engine and plant installation for
"Stand-by Operation" capability E. g. air driven fuel oil supply pump or fuel oil serv-
ice tank at sufficient height or pressurized fuel oil
Engine
tank, if no fuel oil supply pump is attached at the
• Attached lube oil pump engine.
Plant Note!
• Prelubrication pump with low pressure before Statements are relevant for non arctic condi-
engine tions.
(0.3 bar < pOil before engine < 0.6 bar)
For arctic conditions please consider relevant
Note! sections and clarify undefined details with
MAN Diesel & Turbo.
Oil pressure > 0.3 bar to be ensured also for lube
oil temperature up to 80 °C.
• Preheating HT cooling water system
(60 – 90 °C)
• Preheating lube oil system (> 40 °C)
• Power management system with supervision of
stand-by times engines
Requirements on engine and plant installation for

"Black-Start" capability
Engine
• Attached lube oil pump
• Attached HT cooling water pump recommend-
ed
• Attached LT cooling water pump recommend-
ed
0208-0200MA2.fm
• Attached fuel oil supply pump recommended (if

applicable)
C-BB Page 2 - 47
Engine starting After blackout or "Dead From stand-by mode After stand-still
conditions Ship" ("Black-Start") ("Normal Start")
Start up time until < 1 minute < 1 minute > 2 minutes

load application
General notes
- Engine start-up only within Maximum stand-by time -

1 h after stop of engine that has 7 days
been in operation Supervised by power manage-
1 h after end of stand-by mode ment system plant.
(For longer stand-by periods in
Note! special cases contact MAN
In case of "Dead Ship" condi- Diesel & Turbo.)
tion a main engine has to be
put back to service within max. Stand-by mode only possible after
30 min. according to IACS UR engine has been started with Nor-
M61. mal Starting Procedure and has
been in operation.
Required engine conditions
Start-blocking active No No No
Start-blocking of engine leads
to withdraw of "Stand-by Oper-
ation".
Slow turn No No Yes1)
Preheated and primed No, if engine was previously in Yes Yes

operation or stand-by as per gen-
eral notes above.
For other engines see require-
ments in other columns.
Required system conditions
Lube oil system
Prelubrication period No, if engine was previously in Permanent Permanent

operation or stand-by as per gen-
eral notes above.
For other engines see require-
ments in other columns.
Prelubrication pressure pOil before engine < 0.3 bar 0.3 bar < pOil before engine 0.3 bar < pOil before
before engine permissible < 0.6 bar engine <0.6 bar
Preheating tempera- Less than 40 °C permissible > 40 °C > 40 °C

ture before engine
Table 2-12 Required starting conditions for diesel-electric plants (1 of 2)

0208-0200MA2.fm
Page 2 - 48 C-BB
Engine starting After blackout or "Dead From stand-by mode After stand-still
conditions Ship" ("Black-Start") ("Normal Start")
HT cooling water
Preheating tempera- Less than 60 °C permissible 60 – 90 °C 60 – 90 °C

ture before engine
Fuel system
For MDO operation If fuel oil supply pump is not Supply pumps in operation or with starting command to
attached to the engine: engine.
Air driven fuel oil supply pump or
For HFO operation Supply and booster pumps in operation, fuel preheated to
fuel oils service tank at sufficient
operating viscosity.
height or pressurized fuel oil tank
required. (In case of permanent stand-by a periodical exchange of the
circulating HFO has to be ensured to avoid cracking of the
fuel. This can be done by releasing a certain amount of circu-
lating HFO into the day tank and substituting it with "fresh"
fuel from the tank.)
Table 2-12 Required starting conditions for diesel-electric plants (2 of 2)

1) It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.
0208-0200MA2.fm
C-BB Page 2 - 49
0208-0200MA2.fm
Page 2 - 50 C-BB
2.6.3 Load application – Preheated engine

In the case of highly supercharged engines, load load application times for continuously loading the
application is limited. This is due to the fact that engine and load application within three load
the charge-air pressure build-up is delayed by the steps.
turbocharger run-up. Besides, a slow load appli-
"Figure 2-15: Load application for diesel-electric marine
cation promotes uniform heating of the engine.
plants; engines preheated and prelubricated, synchroniza-
"Figure 2-12: Start up times until load application for die- tion speed reached – Only emergency case" shows the
sel-electric marine plants from stand-by mode; engines shortest possible load application time for contin-
preheated and prelubricated" shows the shortest time uously loading in case of emergency. MAN
to run up the engines from stand-by mode (pre- Diesel & Turbo can not guarantee the invisibility of
heated and prelubricated). the exhaust gas under these circumstances.
"Figure 2-13: Start up times until load application for die- To limit the effort regarding regulating the media
sel-electric marine plants in Normal Starting Mode (not in circuits, also to ensure an uniform heat input it al-
stand-by mode); engines preheated" shows the short- ways should be aimed for longer load application
est time to run up the engines in normal starting times by taking into account the realistic require-
mode, with the needed time for start up lube oil ments of the specific plant.
system + prelubrication of the engines.
All questions regarding the dynamic behaviour
"Figure 2-14: Load application for diesel-electric marine should be clarified in close cooperation between
plants; engines preheated and prelubricated, synchroniza- the customer and MAN Diesel & Turbo at an early
tion speed reached" shows the maximum allowable project stage.
Figure 2-12 Start up times until load application for diesel-electric marine plants from stand-by mode; engines preheated
and prelubricated
Engines in stand-by mode can be started with Normal Starting Procedure at any time.
0208-0300MA2.fm
D-BB Page 2 - 51
Figure 2-13 Start up times until load application for diesel-electric marine plants in Normal Starting Mode (not in stand-by mode); en-
gines preheated
Engine Shortest possible Maximum allowable Shortest possible

load [%] continuous loading load application within continuous loading
(with Jet-assist) three load steps (without Jet-assist)
100
90
80
70
60
50
40
30
20 Valid only for preheated engines:
Lube oil temperature > 40
10 Cooling water temperature > 60
0
0 20 40 60 80 100
0208-0300MA2.fm
Time [sec]
Figure 2-14 Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization speed
reached
Page 2 - 52 D-BB
Engine
load [%]
nly emergency case (visible exhaust gas likely)
100
90
80
Emergency loading
70 (with / without Jet-assist)
60
50
40
30
20 Valid only for preheated engines:
Lube oil temperature > 40 C
10 Cooling water temperature > 60 C
0
0 20 40 60 80 100
Time [sec]
Figure 2-15 Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization speed
reached – Only emergency case
0208-0300MA2.fm
D-BB Page 2 - 53
2.6.4 Load application – Cold engine (only emergency case)
2.6.4 Load application – Cold engine (only emergency case)
In case of emergency, it is possible to start the The necessary time span for this process depends
cold engine provided the required media tempera- on the actual media temperatures and the specific
tures are present: lube oil > 20 °C, cooling water design of the plant. After these prescribed media
> 20 °C temperatures are reached the engine can be load-
ed regularly up to 100 % engine load according to
• Distillate fuel must be used for starting and till
"Figure 2-13: Load application for GenSets; engines pre-
warm-up phase is completed.
heated and prelubricated, synchronization speed
• The engine is prelubricated. reached – With conventional injection".
• The engine is started and accelerated up to
100 % engine speed within 1 – 3 minutes.
• Loading the engine gradually up to 30 % en-
gine load within 6 to 8 minutes.
• Warming up the engine: lube oil temperature
> 40 °C, cooling water temperature > 60 °C.
Engine speed or
engine load [%]
100
Further engine loading after reaching the prescribed media
90 temperatures: Lube oil > 40 C, Cooling water > 60 C
80
Engine speed
70
60 Emergency case
Required for starting the engine: Time span depends on actual media
50 Engine pre-lubricated temperatures and specific design of the plant
Lube oil > 20°C
40 Cool. water > 20°C
30
40 sec
20
Engine load 2 min
10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Time
18 19 20
[min]
Figure 2-16 Load application for diesel-electric marine plants, emergency case; cold engines
0208-0300MA2.fm
Page 2 - 54 D-BB
2.6.5 Load application for ship electrical systems

In the age of highly turbocharged diesel engines,
building rules of classification societies regarding
load application (e .g. 0 % => 50 % => 100 %)
cannot be complied with, neither by special meas-
ures. However the requirements of the Internation-
al Association of Classification Societies (IACS)
and ISO 8528-5 are realistic. In the case of ship's
engines the application of IACS requirements has
to be clarified with the respective classification so-
ciety as well as with the shipyard and the owner.
Therefore the IACS requirements has been estab-
lished as "MAN Diesel & Turbo standard".
For applications from 0 % to 100 % continuous
rating, according to IACS and ISO 8528-5, the fol-
lowing diagram is applied:
Pe [%]
100
90 1 1st Step
4
80 2 2nd Step
70 3 3rd Step
3
60 4 4th Step
50 Pe [%] Load application
40 2 of continuous rating
30 pe [bar] Mean effective

pressure (mep) of the
20 continuous rating
10
1
0
5 10 15 20 25 30
pe [bar]
Figure 2-17 Load application in steps as per IACS and ISO 8528-5
0208-0302MA2.fm
J-BB Page 2 - 55
According to the previous diagram the maximum

allowable load application steps are defined in the
table below. (24.8 bar mean effective pressure has
been determined as a mean value for the listed en-
gine types).
Note!
Higher load steps than listed in general are not
allowed.
Engine bmep [bar] 1st step 2nd step 3rd step 4th step
V28/33D 26.6...28.6 33 % 23 % 18 % 26 %
32/40 24.9...25.9
32/44CR 25.3...26.4
40/54 23.2...24.8
48/60B 24.7...26.5
48/60CR 25.8...26.5 33 % 34 % -
58/64 23.2 23 % 18 % 26 %
Table 2-13 Maximum allowable load application steps (higher load steps than listed are not possible as a standard)
Requirements of the classification societies:

Minimum requirements concerning dynamic
speed drop, remaining speed variation and recov-
ery time during load application are listed below.
Classification Society Dynamic speed Remaining speed Recovery time until reach-
drop in% of the variation in% of the ing the tolerance band
nominal speed nominal speed  1 % of nominal speed
Germanischer Lloyd  10 %  5 %  5 sec.
RINA
Lloyd´s Register  5 sec., max 8 sec.
American Bureau of Shipping  5 sec.
Bureau Veritas
Det Norske Veritas
ISO 8528-5
Table 2-14 Minimum requirements of the classification societies plus ISO rule
In case of a load drop of 100 % nominal engine ing speed variation must not surpass 5 % of the
power, the dynamic speed variation must not ex- nominal speed.
0208-0302MA2.fm
ceed 10 % of the nominal speed and the remain-
Page 2 - 56 J-BB
Requirements for plant design:

• The load application behaviour must be con-
sidered in the electrical system design of the
plant.
• The system operation must be safe in case of
graduated load application.
• The load application conditions (E-balance)
must be approved during the planning and ex-
amination phase.
• The possible failure of one engine must be
considered – please see "Section 2.5.8: Diesel-
electric operation of vessels – Failure of one engine,
page 2-51".
Questions concerning the dynamic operational
behaviour of the engine/s has to be clarified with
MAN Diesel & Turbo and should be a part of the
contract.
0208-0302MA2.fm
J-BB Page 2 - 57
0208-0302MA2.fm
Page 2 - 58 J-BB
2.6.6 Available outputs and permissible frequency deviations

General Limiting parameters
Generating sets, which are integrated in an elec- Max. torque
tricity supply system, are subjected to the frequen-
In case the frequency decreases, the available
cy fluctuations of the mains. Depending on the
output is limited by the maximum permissible
severity of the frequency fluctuations, output and
torque of the generating set.
operation respectively have to be restricted.
Max. speed for continuous rating
Frequency adjustment range
An increase in frequency, resulting in a speed that
According to DIN ISO 8528-5: 1997-11, operating is higher than the maximum speed admissible for
limits of > 2.5 % are specified for the lower and up- continuous operation, is only permissible for a
per frequency adjustment range. short period of time, i. e. for less than 2 minutes.
For engine-specific information see "Section: Rat-
Operating range
ings (output) and speeds of the specific engine."
Depending on the prevailing local ambient condi-
tions, a certain maximum continuous rating will be Overload
available.
According to DIN ISO 8528-1 load > 100 % of the
In the output/speed and frequency diagrams, a rated engine output is permissible only for a short
range has specifically been marked with “No con- time to provide additional engine power for gov-
tinuous operation allowed in this area”. Operation erning purpose only (e. g. transient load condi-
in this range is only permissible for a short period tions and suddenly applied load). This additional
of time, i. e. for less than 2 minutes. In special cas- power shall not be used for the supply of electrical
es, a continuous rating is permissible if the stand- consumers.
ard frequency is exceeded by more than 3 %.
0208-0400AA2.fm
Figure 2-18 Permissible frequency deviations and corresponding max. output
A-BB Page 2 - 59
0208-0400AA2.fm
Page 2 - 60 A-BB
2.6.7 Load reduction

Sudden load shedding Recommended load reduction/stopping the
engine
For the sudden load shedding from 100 % to 0 %
PNominal several requirements from the classification • Run-down cooling
societies regarding the dynamic and permanent
In order to dissipate the residual engine heat,
change of engine speed have to be fulfilled.
the system circuits should be kept in operation
A sudden load shedding represents a rather ex- for a minimum of 15 min.
ceptional situation e. g. opening of the diesel-elec-
"Figure 2-19: Engine ramping down, generally" shows
tric plants alternator switch during high load.
the shortest possible times for continuously ramp-
After a sudden load shedding it has to be ensured ing down the engine and a sudden load shedding.
that system circuits remain in operation for a min-
To limit the effort regarding regulating the media
imum of 15 min. to dissipate the residual engine
circuits, also to ensure an uniform heat dissipation
heat.
it always should be aimed for longer ramping
In case of a sudden load shedding and related down times by taking into account the realistic re-
compressor surging, please check the proper quirements of the specific plant.
function of the turbo charger silencer filter mat.
Engine
load [%]
100
90 Shortest possible continuous load reduction
80
70
60
50 Sudden load shedding
In case of related compressor
40 surging please check the
proper function of the turbo
30 charger silencer filter mat
20
10
0
0 5 10
Time [sec]
Figure 2-19 Engine ramping down, generally
0208-0500MA2.fm
I-BB Page 2 - 61
0208-0500MA2.fm
Page 2 - 62 I-BB
2.6.8 Diesel-electric operation of vessels – Failure of one engine

Diesel-electric operation of vessels is defined as Load application in case one engine fails
parallel operation of GenSets forming a closed
In case one engine fails, its output has to be made
system.
up for by the remaining engines in the system
In the electrical system design of the plant the pos- and/or the load has to be decreased by reducing
sible failure of one engine has to be considered in the propulsive output and/or by switching off elec-
order to avoid overloading and under frequency of trical consumers.
the remaining engines with the risk of an electrical
The immediate load transfer to one engine does
blackout.
not always correspond with the load reserves that
Therefore we recommend to install a power man- the particular engine still has available in the re-
agement system. This ensures uninterrupted op- spective moment. That depends on its base load.
eration in the maximum output range and in case
The permissible load applications for such a case
one unit fails the power management system re-
can be derived from "Figure 2-20: Load application de-
duces the propulsive output or switches off less
pending on base load".
important energy consumers in order to avoid un-
der frequency.
According to the operating conditions it's the re-
sponsibility of the ship's operator to set priorities
and to decide which energy consumer has to be
switched off.
The base load should be chosen as high as possi-
ble to achieve an optimum engine operation and
lowest soot emissions.
The optimum operating range and the permissible
part loads are to be observed (see "Section 2.4: Low
load operation, page 2-31").
Figure 2-20 Load application depending on base load

0208-0600MA2.fm
A-BA Page 2 - 63
The maximum engine load per engine in a multi-

engine plant, dependent on the total number of
operating engines, which doesn't lead to a total
output reduction in case one GenSet fails, can be
derived (see "Table 2-15: Load application in case one
engine fails").
No. of engines running-in the system 3 4 5 6 7 8 9 10
Utilisation of engines’ capacity during system 50 75 80 83 86 87.5 89 90

operation in (%) of Pmax
Table 2-15 Load application in case one engine fails
Example
The isolated network consists of 4 engines with
12,170 kW electrical output each.
To achieve an uniform load sharing all engines

must have the same speed droop.
The possible output of the multi-engine plant op-

erating at 100 % load is:
Pmax  4  12,170kW  48,680kW  100%
If the present system load is P0 = 39,000, each en-

gine runs with:
100%  P0 Pmax  100%  39,000 48,680  80%Load
In case one unit suddenly fails, an immediate

transfer of 20 % engine output is possible accord-
ing to the diagram, i. e. from 80 % to 100 % en-
gine output.
100 % engine output of the remaining
3 engines is calculated as follows:
P1  3  12,170kW  36,500kW
Consequently, an immediate load decrease from

39,000 kW to 36,500 kW is necessary, e. g. elec-
trical consumers of a total amount of 2,500 kW
have to be switched off.
0208-0600MA2.fm
Page 2 - 64 A-BA
2.6.9 Alternator – Reverse power protection

Demand for reverse power protection Adjusting the reverse power protection relay
For each alternator (arranged for parallel opera- Adjusting value for reverse power protection relay:
tion) a reverse power protection device has to be Maximum 3 % of the rated alternator power.
provided because if a stopped combustion engine
On vessels with electric traction motor and crash
(fuel admission at zero) is being turned it can
stop requirements (shifting the manoeuvring lever
cause, due to poor lubrication, excessive wear on
from forward to full reverse), special arrangements
the engine´s bearings. This is also a classifications’
for the adjustment value of the reverse power relay
requirement.
have to be made, which are only valid in the event
of a crash stop manoeuvre.
Definition of reverse power
If an alternator, coupled to a combustion engine, is Time delay
no longer driven by this engine, but is supplied
For activation of the reverse power protection relay
with propulsive power by the connected electric
a time delay between 3 s and 10 s has to be fixed.
grid and operates as an electric motor instead of
working as an alternator, this is called reverse Maximum permissible time period for reverse power
power.
• If a reverse power higher than the adjusted val-
Examples for possible reverse power ue for the reverse power protection relay oc-
curs, the alternator switch has to open
• Due to lack of fuel the combustion engine no
immediately after the time delay elapsed.
longer drives the alternator, which is still con-
nected to the mains. • Reverse power below the adjusted value for the
reverse power protection relay for periods ex-
• Stopping of the combustion engine while the
ceeding 30 seconds is not permitted.
driven alternator is still connected to the electric
grid.
• On ships with diesel-electric drive the propeller
can also drive the electric traction motor and
this in turn drives the alternator and the alterna-
tor drives the connected combustion engine.
• Sudden frequency increase, e. g. because of a
load decrease in an isolated electrical system ->
if the combustion engine is operated at low
load (e. g. just after synchronising).
0208-1000MA2.fm
E-BA Page 2 - 65
0208-1000MA2.fm
Page 2 - 66 E-BA
2.6.10 Earthing of diesel engines and bearing insulation on alternators
General
The use of electrical equipment on diesel engines also for functional protection of electric and elec-
requires precautions to be taken for protection tronic devices (EMC protection, device protection
against shock current and for equipotential bond- in case of welding, etc.).
ing. These not only serve as shock protection but
V-engine L-engine
View of coupling side View of control side
M12x20 M12x20
Exhaust side
Free end Coupling

V-engine L-engine
side
Control side
Figure 2-21 Earthing connection on engine (are arranged diagonally opposite each other)
Earthing connections on the engine end is insulated on alternators approx. > 1 MW.
For verification, the voltage available at the shaft
Threaded bores M12, 20 mm deep, marked with
voltage) is measured while the alternator is running
the earthing symbol have been provided in the en-
and excited. With proper insulation, a voltage can
gine foot on both ends of the engines.
be measured. In order to protect the prime mover
It has to be ensured that earthing is carried out im- and to divert electrostatic charging, an earthing
mediately after engine set-up! (If this cannot be ac- brush is often fitted on the coupling side.
complished any other way, at least provisional
Observation of the required measures is the alter-
earthing is to be effected right at the beginning.)
nator manufacturer’s responsibility.
Measures to be taken on the alternator
Because of slight magnetic unbalances and ring
excitations, shaft voltages, i. e. voltages between
the two shaft ends, are generated in electrical ma-
chines. In the case of considerable values (e. g.
> 0.3 V), there is the risk that bearing damage oc-
0208-1100MA2.fm
curs due to current transfers. For this reason, at

least the bearing that is not located on the drive
K-BB 32/40, 48/60B, 48/60CR Page 2 - 67

Consequences of inadequate bearing Execution of earthing

insulation on the alternator, and insulation check
On vessels, earthing must be done by the shipyard
In case the bearing insulation is inadequate, e. g., during assembly on board.
if the bearing insulation was short-circuit by a
Earthing strips are not included in the MAN
measuring lead (PT100, vibration sensor), leakage
Diesel & Turbo scope of supply.
currents may occur, which result in the destruction
of the bearings. One possibility to check the insu- Additional information regarding the use of welding
lation with the machine at standstill (prior to cou- equipment
pling the alternator to the engine; this, however, is
only possible in the case of single-bearing alterna- In order to prevent damage on electrical compo-
tors) would be to raise the alternator rotor (insulat- nents, it is imperative to earth welding equipment
ed, in the crane) on the coupling side, and to close to the welding area, i. e., the distance be-
measure the insulation by means of the Megger tween the welding electrode and the earthing con-
test against earth (in this connection, the max. nection should not exceed 10 m.
voltage permitted by the alternator manufacturer is
to be observed!).
If the shaft voltage of the alternator at rated speed
and rated voltage is known (e. g. from the test
record of the alternator acceptance test), it is also
possible to carry out a comparative measurement.
If the measured shaft voltage is lower than the re-
sult of the “earlier measurement” (test record), the
alternator manufacturer should be consulted.
Earthing conductor
The nominal cross section of the earthing conduc-
tor (equipotential bonding conductor) has to be
selected in accordance with DIN VDE 0100, part
540 (up to 1000 V) or DIN VDE 0141 (in excess of
1 KV).
Generally, the following applies:
The protective conductor to be assigned to the
largest main conductor is to be taken as a basis
for sizing the cross sections of the equipotential
bonding conductors.
Flexible conductors have to be used for the con-
nection of resiliently mounted engines.
0208-1100MA2.fm
Page 2 - 68 32/40, 48/60B, 48/60CR K-BB

2.7.1 Fuel oil consumption for emission standard: IMO Tier II
2.7 Fuel oil; lube oil; starting air/control air consumption
Engine 48/60B – GenSet and controllable-pitch propeller (CPP)

1,150 kW/cyl., 500/514 rpm
% Load L48/60B V48/60B
100 851) 75 50 25 100 851) 75 50 25
Spec. fuel consumption 186 184 190 195 215 184 182 188 193 213
(g/kWh) with HFO/MDO
without attached
pumps2)3)
Table 2-15 Fuel oil consumption 48/60B – GenSet and controllable-pitch propeller (CPP)
1) Warranted fuel consumption at 85 % MCR.
2) Tolerance
for warranty +5 %. Please note that the additions to fuel consumption must be considered before the tolerance
for warranty is taken into account.
3) Based on reference conditions, see "Table 2-18: Reference conditions 48/60B".
Engine 48/60B – Suction dredger/pumps (mechanical drive)

Please contact MAN Diesel & Turbo for project specific details.
0209-0000MD2.fm
C-BC 48/60B Page 2 - 69

Additions to fuel consumption (g/kWh)
% Load 100 85 75 50 25
For each attached cooling water pump +0.5 +0.6 +0.7 +1.0 +2.0
For all attached lube oil pumps +1.6 +1.9 +2.1 +3.2 +6.4
For operation with MGO +2.0
For exhaust gas back pressure after turbine > 30 mbar Every additional 1 mbar (0.1 kPa) backpressure addition of
0.05 g/kWh to be calculated
In case a charge air blow-off device is installed Please consult MAN Diesel & Turbo
Table 2-16 Additions to fuel consumption
Fuel oil consumption at idle running (kg/h)
No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V
Speed 500/514 rpm 100 120 140 160 200 230 265 300
Table 2-17 Fuel oil consumption at idle running
Reference conditions (according to ISO 3046-1: 2002;

ISO 15550: 2002)
Air temperature before turbo- °C 25

charger tr
Ambient pressure pr bar 1
Relative humidity Φr % 30
Engine type specific reference °C 34

charge air temperature before
cylinder tbar1)
Net calorific value NCV kJ/kg 42,700
Table 2-18 Reference conditions 48/60B

1) Specified reference charge air temperature corresponds to
a mean value for all cylinder numbers that will be achieved

with 25° C LT cooling water temperature before charge air
cooler (according to ISO).
IMO Tier II Requirements:

For detailed information see "Section 5.3.1: Cooling
water system diagram, page 5-45".
IMO: International Maritime Organization
MARPOL 73/78; Revised Annex VI-2008, Regula-
tion 13.
0209-0000MD2.fm
Tier II: NOx technical code on control of emission

of nitrogen oxides from diesel engines.
Page 2 - 70 48/60B C-BC

2.7.2 Lube oil consumption
2.7.2 Lube oil consumption
Engine 48/60B
1,150 kW/cyl.; 500/514 rpm
Specific lube oil consumption . . . . . 0.6 g/kWh
Total lube oil consumption [kg/h]1)
No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V
Speed 500/514 rpm 4.1 4.8 5.5 6.2 8.3 9.7 11.0 12.4
Table 2-19 Total lube oil consumption

1) Tolerance for warranty +20 %.
Note!
As a matter of principle, the lubricating oil con-
sumption is to be stated as total lubricating oil
consumption related to the tabulated ISO full
load output ("Section 2.2: Ratings (output) and speeds,
page 2-17").
0209-0200MD2.fm
H-BB 48/60B Page 2 - 71

2.7.3 Starting air/control air consumption
2.7.3 Starting air/control air consumption
Number of cylinders 6L 7L 8L 9L 12V 14V 16V 18V
Swept volume of engine litre 651 760 868 977 1,303 1,520 1,737 1,955
Air consumption per start1) Nm³ 2) 2.8 3.2 3.5 3.8 4.8 5.5 6.0 6.7
Air consumption per Jet 4.0 4.0 5.5 5.5 7.9 7.9 7.9 11.3
Assist activation3)
Air consumption per slow 5.6 6.4 7.0 7.6 9.6 11.0 12.0 13.4
turn manoeuvre1) 4)
Table 2-20 Starting air consumption 48/60B

1) The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. The stated air
consumption refers only to the engine. For the GenSets an higher air consumption needs to be considered (approx. 50 %
increased).
2)
Nm³ corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
3)
The above-mentioned air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet duration may
vary between 3 sec and 10 sec, depending on the loading (average jet duration 5 sec).
4)
Required for plants with Power Management System demanding automatic engine start. The air consumption per slow turn
activation depends on the inertia moment of the unit. This value does not include the needed air consumption for the
automically activated engine start after end of the slow turn manoeuvre.
b0209-0200MD2.fm
Page 2 - 72 48/60B B-BD

2.7.4 Recalculation of fuel consumption dependent on ambient conditions

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Performance,
Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional requirements for en-
gines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consumption de-
pendent on ambient conditions for 1-stage turbocharged engines as follows:
β = 1+ 0.0006 × ( t x − tr ) + 0.0004 × ( tbax − tbar ) + 0.07 × ( pr − p x )
The formula is valid within the following limits:

+ Ambient air temperature 5° C – 55° C
+ Charge air temperature before cylinder 25° C – 75° C
+ Ambient air pressure 0.885 bar – 1.030 bar
bx
bx = br ×β br =
β
ß Fuel consumption factor
tbar Engine type specific reference charge air temperature before cylinder
see "Table: Reference conditions" in "Section: Fuel oil; lube oil; starting air/control
air consumption".
Legend Reference At test run or at site
Specific fuel consumption [g/kWh] br bx
Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax
Ambient air pressure [bar] pr px
Example
Reference values:
br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar
At Site:
tx = 45° C, tbax = 50° C, px = 0.9 bar
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh
0209-0300AA2.fm
C-BC Page 2 - 73
0209-0300AA2.fm
Page 2 - 74 C-BC
2.7.5 Aging
2.7.5 Aging
Aging curve - 48/60B

2,00
early maintenance every 15000 or 30000 operating hrs
1,75
late maintenance every 18000 or 40000 operating hrs
Increase of fuel oil consumption [%]
1,50
1,25
1,00
0,75
0,50
0,25
0,00
0 10 20 30 40 50 60 70 80
Operating hours [ x 1000 h]

Figure 2-23 Influence from total engine running time and service intervals on fuel oil consumption
The fuel oil consumption will increase over the run-

ning time of the engine. Proper service can reduce
or eliminate this increase. For dependencies see
"Figure 2-23: Influence from total engine running time and
service intervals on fuel oil consumption".
0209-0400MD2.fm
E-BB 48/60B Page 2 - 75

2.7.5 Aging
0209-0400MD2.fm
Page 2 - 76 48/60B E-BB

2.8 Planning data for emission standard: IMO Tier II
2.8 Planning data for emission standard: IMO Tier II
Note!
If an advanced HT cooling water system for in-
creased freshwater generation is to be ap-
plied, please contact MAN Diesel & Turbo for
corresponding planning data.
0210-0000MD2.fm
I-BB 48/60B Page 2 - 77

2.8.1 Nominal values for cooler specification – L48/60B

1,150 kW/cyl., 500 rpm or 1,150 kW/cyl., 514 rpm
Reference conditions: Tropics
Air temperature 45
°C
Cooling water temp. before charge air cooler (LT stage) 38
Air pressure bar 1
Relative humidity % 50
Number of cylinders 6L 7L 8L 9L
Engine output kW 6,900 8,050 9,200 10,350
Speed rpm 500/514
Heat to be dissipated1)
Cooling water (C.W.) cylinder 730 850 975 1,095
Charge air cooler; cooling water HT 2,280 2,590 2,890 3,170
Charge air cooler; cooling water LT 805 930 1,180 1,330

kW
Lube oil (L.O.) cooler + separator2) 890 1,035 1,185 1,330
Cooling water fuel nozzles 23 27 31 35
Heat radiation engine 235 275 315 350
Flow rates3)
HT circuit (cylinder + charge air cooler HT stage) 70 80 90 100
LT circuit (lube oil + charge air cooler LT stage) 85 100 110 125
m3/h
Lube oil (4 bar before engine) 140 165 190 215
Cooling water fuel nozzles 1.7 2.0 2.2 2.5
Pumps
a) Engine driven pumps
HT circuit cooling water (4.5 bar) 140
LT circuit cooling water (4.5 bar) 140 (225 alternative available)

m³/h
Lube oil (8.0bar) for application with constant speed 199 199 233 270
Lube oil (8.0bar) for application with variable speed 199 199 233 270
Table 2-21 Nominal values for cooler specification – L48/60B (1 of 2)

0210-0000MD2.fm
Page 2 - 78 48/60B I-BB

b) External pumps4)
HT circuit cooling water (4.3 bar) 70 80 90 100
LT circuit cooling water (3.0 bar) Depending on plant design
Lube oil (8.0 bar) 140 + z 165 + z 190 + z 215 + z
Cooling water fuel nozzles (3.0 bar) m³/h 1.7 2.0 2.2 2.5
MGO/MDO supply pump (p 7.0 bar) 5.0 5.8 6.7 7.5
HFO supply pump (p 7.0 bar) 2.6 3.0 3.5 3.9
HFO circulating pump (p 7.0 bar) 5.0 5.8 6.7 7.5
Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-52".
- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater – Single main engine, page
5-20" and "Paragraph: H-002/Lube oil heating – Multi-engine plant, page 5-20".
- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-29".
- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-52".
Table 2-21 Nominal values for cooler specification – L48/60B (2 of 2)

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2) Including
separator heat (30 kJ/kWh).
3) Basic values for layout design of the coolers.
4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
0210-0000MD2.fm
I-BB 48/60B Page 2 - 79

2.8.2 Temperature basis, nominal air and exhaust gas data – L48/60B
1,150 kW/cyl.; 500 rpm or 1,150 kW/cyl.; 514 rpm
Air temperature °C 45
Cooling water temperature before charge air cooler (LT °C 38

stage)
Air pressure bar 1
Engine output kW 6,900 8,050 9,200 10,350
Speed rpm 500/514
Temperature basis
HT cooling water engine outlet1) °C 90
LT cooling water air cooler inlet 38 (setpoint 32°C)2)
Lube oil engine inlet 55
Cooling water inlet nozzles 60
Air data
Temperature of charge air at charge air cooler outlet °C 55 56 56 57
Air flow rate m3/h3) 44,800 52,150 59,600 67,100
Mass flow t/h 49.0 57.2 65.3 73.5
Charge air pressure (absolute) bar 4.39
Air required to dissipate heat radiation (engine) m³/h 75,500 88,300 101,10 112,50
(t2 – t1 = 10 °C) 0 0
Exhaust gas data4)
Volume flow (temperature turbocharger outlet) m3/h5) 89,000 103,80 118,60 133,50
0 0 0
Mass flow t/h 50.4 58.8 67.2 75.6
Temperature at turbine outlet °C 345
Heat content (190 °C) kW 2,330 2,720 3,100 3,490
Permissible exhaust gas back pressure after turbocharger mbar < 30
Table 2-22 Air and exhaust gas data – Engine L48/60B

0210-0000MD2.fm
1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see "Section 5.3.1: Cooling water system diagram, page 5-45".
Page 2 - 80 48/60B I-BB

3)
Under above mentioned reference conditions.
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
5) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Note!
sure.
0210-0000MD2.fm
I-BB 48/60B Page 2 - 81

2.8.3 Nominal values for cooler specification – V48/60B

1,150 kW/cyl., 500 rpm or 1,150 kW/cyl., 514 rpm
Air pressure bar 1
Number of cylinders 12 14 16 18
Engine output kW 13,800 16,100 18,400 20,700
Speed rpm 500/514
Cooling water (C.W.) cylinder kW 1,460 1,700 1,950 2,190
Charge air cooler; cooling water HT 4,560 5,180 5,780 6,350
Charge air cooler; cooling water LT 1,610 1,860 2,360 2,660
Lube oil (L.O.) cooler + separator2) 1,780 2,070 2,370 2,660
Cooling water fuel nozzles 46 54 61 69
Flow rates3)
HT circuit (cylinder + charge air cooler HT stage) m3/h 140 160 180 200
LT circuit (lube oil + charge air cooler LT stage) 170 200 220 250
Lube oil (4 bar before engine) 325 370 415 460
Cooling water fuel nozzles 3.5 4.1 4.8 5.4
Pumps
a) Engine driven pumps
HT circuit cooling water (4.5 bar) m³/h 225
LT circuit cooling water (4.5 bar) 225

(550 m³/h at 3.4 bar alternative available)
Lube oil (8.0bar) for application with constant speed 398 438 466 540
Lube oil (8.0bar) for application with variable speed 398 438 466 540
Table 2-23 Nominal values for cooler specification – V48/60B (1 of 2)

0210-0000MD2.fm
Page 2 - 82 48/60B I-BB

b) External pumps4)
HT circuit cooling water (4.3 bar) m³/h 140 160 180 200
LT circuit cooling water (3.0 bar) Depending on plant design
Lube oil (8.0 bar) 325 + z 370 + z 415 + z 460 + z
Cooling water fuel nozzles (3.0 bar) 3.5 4.1 4.8 5.4
MGO/MDO supply pump (p 7.0 bar) 10.0 11.7 13.4 15.0
HFO supply pump (p 7.0 bar) 5.2 6.0 6.9 7.8
HFO circulating pump (p 7.0 bar) 10.0 11.7 13.4 15.0
Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-52".
- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater – Single main engine, page
5-20" and "Paragraph: H-002/Lube oil heating – Multi-engine plant, page 5-20".
- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-29".
- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-52".
Table 2-23 Nominal values for cooler specification – V48/60B (2 of 2)

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2) Including
separator heat (30 kJ/kWh).
3) Basic values for layout design of the coolers.
4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Note!
sure.
0210-0000MD2.fm
I-BB 48/60B Page 2 - 83

2.8.4 Temperature basis, nominal air and exhaust gas data – V48/60B
Cooling water temperature before charge air cooler (LT °C 38

stage)
Air pressure bar 1
Number of cylinders 12 14 16 18
Engine output kW 13,800 16,100 18,400 20,700
Speed rpm 500/514
Temperature basis
HT cooling water engine outlet1) °C 90
LT cooling water air cooler inlet 38 (setpoint 32°C)2)
Lube oil engine inlet 55
Cooling water inlet nozzles 60
Air data
Temperature of charge air at charge air cooler outlet °C 55 56 56 57
Air flow rate m3/h3) 89,500 104,400 119,300 134,300
Mass flow t/h 98.0 114.3 130.6 147.0
Charge air pressure (absolute) bar 4.39
Air required to dissipate heat radiation (engine) m³/h 150,900 176,600 200,700 226,400
(t2 – t1 = 10 °C)
Exhaust gas data4)
Volume flow (temperature turbocharger outlet) m3/h5) 178,000 207,500 237,150 266,800
Mass flow t/h 100.8 117.6 134.3 151.1
Temperature at turbine outlet °C 345
Heat content (190 °C) kW 4,660 5,450 6,210 6,990
Permissible exhaust gas back pressure after turbo- mbar < 30

charger
Table 2-24 Air and exhaust gas data – Engine V48/60B

0210-0000MD2.fm
1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see "Section 5.3.1: Cooling water system diagram, page 5-45".
Page 2 - 84 48/60B I-BB

3)
Under above mentioned reference conditions.
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
5) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Note!
sure.
0210-0000MD2.fm
I-BB 48/60B Page 2 - 85

2.8.5 Load specific values at tropical conditions – 48/60B

Reference Conditions: Tropics
Air pressure bar 1
Engine output % 100 85 75 50
KW/cyl 1,150 977.5 862.5 575
Engine speed rpm 500/514
Cooling water (C.W.) cylinder kJ/kWh 380 380 405 535
Charge air cooler; cooling water HT2) 1,190 1,110 1,140 745
Charge air cooler; cooling water LT2) 420 440 475 465
Lube oil (L.O.) cooler + separator3) 465 470 490 690
Cooling water fuel nozzles 12
Air data
Temperature of charge air °C

after compressor 250 229 221 168
at charge air cooler outlet 55 53 52 47
Air flow rate kg/kWh 7.10 7.53 8.15 8.53
Charge air pressure (absolute) bar 4.39 3.92 3.74 2.60
Table 2-25 Load specific values at tropical conditions – Engine 48/60B (1 of 2)

0210-0000MD2.fm
Page 2 - 86 48/60B I-BB

Reference Conditions: Tropics
Exhaust gas data4)
Mass flow kg/kWh 7.30 7.73 8.36 8.75
Temperature at turbine outlet °C 345 322 320 345
Heat content (190 °C) kJ/kWh 1,220 1,090 1,160 1,450
Permissible exhaust gas back pressure after turbo- mbar < 30 -

charger
Tolerances refer to 100 % load.
Table 2-25 Load specific values at tropical conditions – Engine 48/60B (2 of 2)

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery.
2) The
values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 6L48/60B.
3)
Including separator heat (30 kJ/KWh).
4) Tolerance: Quantity ±5 %, temperature ±20°C.
Note!
sure.
0210-0000MD2.fm
I-BB 48/60B Page 2 - 87

2.8.6 Load specific values at ISO conditions – 48/60B

Reference Conditions: ISO
Air pressure bar 1
Engine output % 100 85 75 50
KW/cyl 1,150 977.5 862.5 575
Engine speed rpm 500/514
Cooling water (C.W.) cylinder kJ/kWh 340 340 360 480
Charge air cooler; cooling water HT2) 1030 935 955 560
Charge air cooler; cooling water LT2) 395 420 455 485
Lube oil (L.O.) cooler + separator3) 430 435 455 640
Cooling water fuel nozzles 12
Air data
Temperature of charge air °C

after compressor 224 204 197 146
at charge air cooler outlet 39 36 35 31
Air flow rate kg/kWh 7.45 7.90 8.55 8.95
Charge air pressure (absolute) bar 4.46 3.99 3.80 2.64
Table 2-26 Load specific values at ISO conditions – Engine 48/60B (1 of 2)

0210-0000MD2.fm
Page 2 - 88 48/60B I-BB

Reference Conditions: ISO
Exhaust gas data4)
Mass flow kg/kWh 7.65 8.09 8.75 9.15
Temperature at turbine outlet °C 313 294 292 316
Heat content (190 °C) kJ/kWh 1,030 900 950 1,230
Permissible exhaust gas back pressure after turbocharger mbar < 30 -
Tolerances refer to 100 % load.
Table 2-26 Load specific values at ISO conditions – Engine 48/60B (2 of 2)

1) Tolerance:
+10 % for rating coolers, –15 % for heat recovery.
2) The
values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 6L48/60B.
3) Including separator heat (30 kJ/KWh).
4)
Tolerance: Quantity ±5 %, temperature ±20°C.
Note!
sure.
0210-0000MD2.fm
I-BB 48/60B Page 2 - 89

2.8.7 Filling volumes and flow resistances
2.8.7 Filling volumes and flow resistances
Water and oil volume of engine
No. of cylinders 6 7 8 9 12 14 16 18
Cooling water approx. litres 470 540 615 685 1,250 1,400 1,550 1,700
Lube oil 170 190 220 240 325 380 435 490
Table 2-27 Water and oil volume of engine
Service tanks Installa- Minimum effective capacity

tion
height 1)
m m³
No. of cylinders - 6 7 8 9 12 14 16 18
Cooling water cylinder 6 ... 9 1.0 1.5
Cooling water fuel 5 ... 8 0.5 0.75

nozzles
Lube oil
in double bottom 2) - 7.5 8.5 10.0 11.0 14.5 17.0 19.5 22.0
in double bottom 3) - 11.0 12.5 14.5 16.0 19.5 22.5 25.5 29.0
Run-down lubrication min. 14 3.5 4.0 4.5 5.0 5.0. 5.5 6.0 7.0
for engine 4)
Table 2-28 Service tanks capacity

1) Installation
height refers to tank bottom and crankshaft centre line.
2) Marine
engines with attached lube oil pump.
3) Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included.
4) Required for marine main engine with free-standing lube oil pump only.
Flow resistance bar
Charge air cooler (HT stage) 0.35 per cooler
Charge air cooler (LT stage) 0.40 per cooler
Cylinder (HT cooling water, independent from the 1.0

cylinder number because of parallel circuit)
Fuel nozzles (Nozzle cooling water) 1.5
Table 2-29 Flow resistance
Note!
0210-0000MD2.fm
sure.
Page 2 - 90 48/60B I-BB

2.8.8 Operating/service temperatures and pressures
Operating temperatures1
Air Air before compressor  5 °C, max. 45 °C1)

Charge Air Charge air before cylinder 45...58 °C2)
Coolant Engine coolant after engine 90 °C3), max. 95 °C
Engine coolant preheated before start  60 °C

Coolant before charge air cooler LT stage 32 °C, load reduction at  38 °C1)
Coolant nozzle cooling 55...60 °C
Lubricating oil Lubricating oil before engine/before turbocharger 50...55 °C, alarm/stop at  60 °C
Lubricating oil preheated before start  40 °C

Fuel Fuel (MGO; ISO-F-DMA/DMZ) before engine max. 45 °C, a minimum injection
viscosity before engine of 1.9 cSt
must not be undershoot
Fuel (MDO; ISO-F-DMB) before engine max. 60 °C, a minimum injection

viscosity before engine of 1.9 cSt
must not be undershoot
Fuel (HFO; ISO-F-RM) before engine Depending on the type of oil, the
correct temperature of max.
150 °C for an injection viscosity of
12 – 14 cst is to be reached4)
Preheating (HFO in day tank)  75 °C

Table 2-30 Operating temperatures
1)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2)
Aim for a higher value in conditions of high air humidity (to reduce condensate amount).
3) Regulated temperature.
4)
Dependent upon the fuel viscosity and injection viscosity ("Section 4.8: Viscosity-temperature diagram (VT diagram), page 4-35" ).
Note!
sure.
0210-0000MD2.fm
1
Valid for nominal output and nominal speed.
I-BB 48/60B Page 2 - 91

Operating pressures1
Intake Air Air before turbocharger (negative pressure) max. –20 mbar
Starting air/Control air Starting air min. approx. 15, max. 30 bar
Pilot air 8, min. 5.5 bar
Cylinder Nominal ignition pressure, combustion chamber 195 bar
Safety valve (opening pressure) 230 + 7 bar
Crankcase Crankcase pressure max. 3 mbar
Crankcase pressure (with suction) Vacuum, max. –2.5 mbar
Safety valve (opening pressure) 50...70 mbar
Exhaust Exhaust gas back pressure after turbocharger (static) max. 30 mbar1)
Coolant HT cooling water before engine 3...4 bar
LT cooling water before engine 2...6 bar
Nozzle cooling water before engine 2...5 bar
Lubricating oil Lubrication oil – Prelubrication before engine 0.3...0.6 bar2)
Lubricating oil before engine L= 4...5 bar

V= 5...5.5 bar
Lubricating oil before turbocharger 1.5...1.7 bar
Fuel Fuel before engine 4...8 bar
Fuel before engine in case of black out min. 0.6 bar
Differential pressure (engine feed/engine return) 1 bar

Fuel return, at engine outlet 2 bar
Maximum pressure fluctuation in front of engine ±0.5 bar
Fuel injection valve (Opening pressure) 350 + 10 bar
Fuel injection valve (Opening pressure for new springs) 370 bar
Note!
Variations of the mandatory values can affect the operation of the engine negative and may cause rating reduction
of the engine
Table 2-31 Operating pressures

1) Ata total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engine perform-
ance needs to be recalculated.
2)
Note! Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C
0210-0000MD2.fm
1
Valid for nominal output and nominal speed.
Page 2 - 92 48/60B J-BC

Note!
Operating pressure data without further speci-
fication are given below/above atmospheric
pressure.
Exhaust gas back pressure

An increased exhaust gas back pressure (static,
> 30 mbar) raises the temperature level of the en-
gine and will be considered when calculating a re-
quired derating by adding 2.5 K to the ambient air
temperature for every 10 mbar of the increased
exhaust gas back pressure after turbine.
0210-0000MD2.fm
I-BB 48/60B Page 2 - 93

0210-0000MD2.fm
Page 2 - 94 48/60B I-BB

2.7.17 Venting amount of crankcase and turbocharger

As described under the "Section: Crankcase vent and
tank vent" it is needed to ventilate the engine crank-
case and the turbocharger. For layout of the venti-
lation system following statement should serve as
a guide:
Due to normal blow by of the piston ring package
small amounts of gases of the combustion cham-
ber get into the crankcase and carry along oil dust.
• The amount of crankcase vent gases is approx.
0.1 % of the engine´s air flow rate.
• The temperature of the crankcase vent gases is
approx. 5 K higher than the oil temperature at
the engine´s oil inlet.
• The density of crankcase vent gases is
1.0 kg/m³ (assumption for calculation).
Sealing air of the turbocharger additionally needs
to be vented.
• The amount of turbocharger sealing air is ap-
prox. 0.2 % of the engine´s air flow rate.
• The temperature of turbocharger sealing air is
approx. 5 K higher than the oil temperature at
the engine´s oil inlet.
• The density of turbocharger sealing air is
1.0 kg/m³ (assumption for calculation).
0210-0100MA2.fm
J-BB Page 2 - 95
0210-0100MA2.fm
Page 2 - 96 J-BB
2.9.1 Maximum allowed emission value NOx IMO Tier II
2.9 Exhaust gas emission
IMO Tier II: Engine in standard version1
Rated output kW/cyl. 1,150 1,150

Rated speed rpm 500 514
NOx1) 2) 3) g/kWh 10.544) 10.474)

IMO Tier II cycle D2/E2/E3
Note!
The engine certification for compliance with the NOx limits will be carried out during Factory Acceptance Test (FAT)
as a single or a group certification.
Table 2-32 Maximum allowable emission value NOx IMO Tier II

1) Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO).
2) Calculated
as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-electric drive and all controllable-pitch pro-
peller installations).
E3: Test cycle for "propeller-law-operated main and propeller-law operated auxiliary engine” application.
3) Contingent to a charge air cooling water temperature of. max. 32 °C at 25 °C sea water temperature.
4) Maximum allowed NO emissions for marine diesel engines according to IMO Tier II:
x
130 n  2,000 44 * n–0.23 g/kWh (n = rated engine speed in rpm).
0211-0000MD2.fm
1
Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, "Revised MARPOL Annex VI (Regulations for the Prevention of Air Pollution from Ships), Regulation 13.4
(Tier II)" as adopted by the International Maritime Organization (IMO).
E-BB 48/60B Page 2 - 97

0211-0000MD2.fm
Page 2 - 98 48/60B E-BB

2.8.2 Exhaust gas components of medium speed four-stroke diesel engines

The exhaust gas is composed of numerous con- For the typical exhaust gas composition of a MAN
stituents which are formed either from the com- Diesel & Turbo four-stroke engine without any ex-
bustion air, the fuel and lube oil used or see "Table haust gas treatment devices see "Table 2-41: Ex-
2-41: Exhaust gas constituents (only for guidance)" haust gas constituents (only for guidance)".
which are chemical reaction products formed dur-
ing the combustion process. Only some of these
are to be considered as harmful substances.
Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]
Nitrogen N2 74.0 – 76.0 5,020 – 5,160
Oxygen O2 11.6 – 13.2 900 – 1,030
Carbon dioxide CO2 5.2 – 5.8 560 – 620
Steam H2O 5.9 – 8.6 260 – 370
Inert gases Ar, Ne, He... 0.9 75
Total > 99.75 7,000
Additional gaseous exhaust gas approx. [% by volume] approx. [g/kWh]

constituents considered as pollut-
ants
Sulphur oxides SOx1) 0.07 10.0
Nitrogen oxides NOx2) 0.07 – 0.15 8.0 – 16.0
Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8
Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2
Total < 0.25 26
Additionally suspended exhaust gas approx. [mg/Nm3] approx. [g/kWh]

constituents, PM5)
operating on operating on
6) 7) 6)
MGO HFO MGO HFO7)
Soot (elemental carbon)8) 50 50 0.3 0.3
Fuel ash 4 40 0.03 0.25
Lube oil ash 3 8 0.02 0.04
Note!
At rated power and without exhaust gas treatment.
Table 2-41 Exhaust gas constituents (only for guidance)

1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
0211-0200MA2.fm
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3) CO according to ISO-8178 or US EPA method 10.
I-BB Page 2 - 99
4)
HC according to ISO-8178 or US EPA method 25 A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7) Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.
8)
Pure soot, without ash or any other particle-borne constituents.
Carbon dioxide CO2 Hydrocarbons HC

Carbon dioxide (CO2) is a product of combustion The hydrocarbons (HC) contained in the exhaust
of all fossil fuels. gas are composed of a multitude of various organ-
ic compounds as a result of incomplete combus-
Among all internal combustion engines the diesel
tion.
engine has the lowest specific CO2 emission
based on the same fuel quality, due to its superior Due to the efficient combustion process, the HC
efficiency. content of exhaust gas of MAN Diesel & Turbo
four-stroke diesel engines is at a very low level.
Sulphur oxides SOx
Particulate matter PM
Sulphur oxides (SOx) are formed by the combus-
tion of the sulphur contained in the fuel. Particulate matter (PM) consists of soot (elemental
carbon) and ash.
Among all systems the diesel process results in
the lowest specific SOx emission based on the
same fuel quality, due to its superior efficiency.
Nitrogen oxides NOx (NO + NO2)

The high temperatures prevailing in the combus-
tion chamber of an internal combustion engine
causes the chemical reaction of nitrogen (con-
tained in the combustion air as well as in some fuel
grades) and oxygen (contained in the combustion
air) to nitrogen oxides (NOx).
Carbon monoxide CO
Carbon monoxide (CO) is formed during incom-
plete combustion.
In MAN Diesel & Turbo four-stroke diesel engines,
optimisation of mixture formation and turbocharg-
ing process successfully reduces the CO content
of the exhaust gas to a very low
level.
0211-0200MA2.fm
Page 2 - 100 I-BB

2.10.1 Engine noise
2.10 Noise
2.10.1 Engine noise

Engine L48/60B
Output 1,150 kW/cyl., speed = 500/514 rpm
Sound pressure level Lp
min: . . . . . . . . . . . . . .approx.  103 dB(A)
max: . . . . . . . . . . . . . . approx.  108 dB(A)
• Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to ISO 6798. The
noise at the exhaust outlet is not included.
• Octave level diagram
In the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data
will change, depending on the acoustical prop-
erties of the environment.
110
105
sound pressure level Lp [dB]
100
ref: 20 µPa
min
95
max
90
85
80
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
min 84 93 96 98 99 99 98 96 91 90 103
max 98 103 104 105 104 103 103 102 97 98 108
1/1 octave band frequency [Hz]

0212-0000MD2.fm
Figure 2-24 Octave level diagram L48/60B – Sound pressure level Lp – Air borne noise
K-BA 48/60B Page 2 - 101

2.10.1 Engine noise
Engine V48/60B
Output 1,150 kW/cyl., speed = 500/514 rpm
Sound pressure level Lp
min: . . . . . . . . . . . . . . approx.  104 dB(A)
max: . . . . . . . . . . . . . . approx.  109 dB(A)
• Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to ISO 6798. The
noise at the exhaust outlet is not included.
In the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data
will change, depending on the acoustical prop-
erties of the environment.
110
105
sound pressure level Lp [dB]
100
ref: 20 µPa
min
95
max
90
85
80
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
min 90 92 93 94 95 95 95 94 91 89 104
max 101 102 104 105 105 104 103 103 100 98 109
Figure 2-25 Octave level diagram V48/60B – Sound pressure level Lp – Air borne noise
0212-0000MD2.fm
Page 2 - 102 48/60B K-BA

2.10.2 Intake noise
2.10.2 Intake noise

Engine L48/60B
Sound power level Lw: approx.  140 dB(A)
The sound power level Lw of the unsilenced in-
take noise in the intake pipe is approx.
140 dB(A) at rated output. The octave level of
the sound power is shown in the diagram be-
low.
This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
ard air filter silencer is attached to the turbocharg-
er.
145
140
135
sound power level Lw [dB]
130
ref: 10exp -12 W
125
Lw
120
115
110
105
100
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Lw 115 120 117 112 108 108 113 134 135 132 140
Figure 2-26 Octave level diagram L48/60B – Sound power level Lw – Unsilenced intake noise
0212-0200MD2.fm
K-BA 48/60B Page 2 - 103

2.10.2 Intake noise
Engine V48/60B
The sound power level Lw of the unsilenced in-
take noise in the intake pipe is approx.
low.
This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
ard air filter silencer is attached to the turbocharg-
er.
145
140
135
130
ref: 10exp -12 W
125
Lw
120
115
110
105
100
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Lw 115 120 117 112 108 108 113 134 135 132 140
Figure 2-27 Octave level diagram V48/60B – Sound power level Lw – Unsilenced intake noise
0212-0200MD2.fm
Page 2 - 104 48/60B K-BA

2.10.3 Exhaust gas noise

Engine L48/60B
The sound power level Lw of the unsilenced ex-
haust noise in the exhaust pipe is approx.
low.
.
160
155
150
ref: 10exp -12 W
145
Lw
140
135
130
125
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Lw 145 158 150 142 138 136 135 134 132 131 141
Figure 2-28 Octave level diagram L48/60B – Sound power level Lw – Unsilenced exhaust noise
0212-0300MD2.fm
K-BA 48/60B Page 2 - 105

Engine V48/60B
The sound power level Lw of the unsilenced ex-
haust noise in the exhaust pipe is approx.
low.
.
160
155
150
ref: 10exp -12 W
145
Lw
140
135
130
125
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Lw 141 150 150 142 138 136 135 134 132 131 141
Figure 2-29 Octave level diagram V48/60B – Sound power level Lw – Unsilenced exhaust noise
0212-0300MD2.fm
Page 2 - 106 48/60B K-BA

2.11.1 Torsional vibrations
2.11 Vibration

Data required for torsional vibration calculation Engine
MAN Diesel & Turbo calculates the torsional vibra- • Rated output, rated speed
tions behaviour for each individual engine plant of
• Kind of engine load (fixed-pitch propeller, con-
their supply to determine the location and severity
trollable-pitch propeller, combinator curve, op-
of resonance points. If necessary, appropriate
eration with reduced speed at excessive load)
measures will be taken to avoid excessive stresses
due to torsional vibration. These investigations • Operational speed range
cover the ideal normal operation of the engine (all • Kind of mounting of the engine (can influence
cylinders are firing equally) as well as the simulated the determination of the flexible coupling)
emergency operation (misfiring of the cylinder ex-
erting the greatest influence on vibrations, acting Flexible coupling
against compression). Besides the natural fre-
quencies and the modes also the dynamic re- • Make, size and type
sponse will be calculated, normally under • Rated torque (Nm)
consideration of the 1st to 24th harmonic of the gas
and mass forces of the engine. Beyond that also • Possible application factor
further exciting sources such as propeller, pumps • Maximum speed (rpm)
etc. can be considered if the respective manufac-
turer is able to make the corresponding data avail- • Permissible maximum torque for passing
able to MAN Diesel & Turbo. through resonance (Nm)
If necessary, a torsional vibration calculation will be • Permissible shock torque for short-term loads
worked out which can be submitted for approval (Nm)
to a classification society or a legal authority. • Permanently permissible alternating torque
To carry out the torsional vibration calculation fol- (Nm) including influencing factors (frequency,
lowing particulars and/or documents are required. temperature, mean torque)
General • Permanently permissible power loss (W) includ-

ing influencing factors (frequency, temperature)
• Type of (GenSet, diesel-mechanic, diesel-elec-
tric) • Dynamic torsional stiffness (Nm/rad) including
influencing factors (load, frequency, tempera-
• Arrangement of the whole system including all ture), if applicable
engine-driven equipment
• Relative damping () including influencing fac-
• Definition of the operating modes tors (load, frequency, temperature), if applicable
• Maximum power consumption of the individual • Moment of inertia (kgm²) for all parts of the cou-
working machines pling
0213-0000MA2.fm
J-AI Page 2 - 107

• Dynamic stiffness in radial, axial and angular di- Shaft line

rection
• Drawing including all information about length
• Permissible relative motions in radial, axial and and diameter of the shaft sections as well as
angular direction, permanent and maximum the material
• Maximum permissible torque which can be • Alternatively torsional stiffness (Nm/rad)
transferred through a get-you-home-de-
vice/torque limiter if foreseen Propeller
• Kind of propeller (fixed-pitch or controllable-
Clutch coupling
pitch propeller
• Make, size and type
• Moment of inertia in air (kgm²)
• Rated torque (Nm)
• Moment of inertia in water (kgm²); for controlla-
• Permissible maximum torque (Nm) ble-pitch propellers also in dependence on
pitch; for twin-engine plants separately for sin-
• Permanently permissible alternating torque
gle- and twin-engine operation
(Nm) including influencing factors (frequency,
temperature, mean torque) • Relation between load and pitch
• Dynamic torsional stiffness (Nm/rad) • Number of blades
• Damping factor • Diameter (mm)
• Moments of inertia for the operation conditions, • Possible torsional excitation in % of the rated
clutched and declutched torque for the 1st and the 2nd blade-pass fre-
quency
• Course of torque versus time during clutching
in
Pump
• Permissible slip time (s)
• Kind of pump (e. g. dredging pump)
• Slip torque (Nm)
• Drawing of the pump shaft with all lengths and
• Maximum permissible engagement speed diameters
(rpm)
• Alternatively, torsional stiffness (Nm/rad)
Gearbox • Moment of inertia in air (kgm²)
• Make and type • Moment of inertia in operation (kgm²) under
consideration of the conveyed medium
• Torsional multi mass system including the mo-
ments of inertia and the torsional stiffness, pref- • Number of blades
erably related to the individual speed; in case of
• Possible torsional excitation in % of the rated
related figures, specification of the relation
torque for the 1st and the 2nd blade-pass fre-
speed is needed
quency
• Gear ratios (number of teeth, speeds)
• Power consumption curve
• Possible operating conditions (different gear ra-
tios, clutch couplings)
• Permissible alternating torques in the gear
meshes
0213-0000MA2.fm
Page 2 - 108 J-AI

Alternator for diesel-electric plants Secondary power take-off

• Drawing of the alternator shaft with all lengths • Kind of working machine
and diameters
• Kind of drive
• Operational mode, operation speed range
• Moment of inertia of the parts mounted to the
• Power consumption
shaft (kgm²)
• Drawing of the shafts with all lengths and diam-
• Electrical output (kVA) including power factor
eters
cos and efficiency
• Or mechanical output (kW)
• Moments of inertia (kgm²)
• Complex synchronizing coefficients for idling
and full load in dependence on frequency, ref- • Possible torsional excitation in size and fre-
erence torque quency in dependence on load and speed
• Island or parallel mode
• Load profile (e. g. load steps)
• Frequency fluctuation of the net
Alternator for diesel-mechanical parts (e. g. PTO/PTH)

• Drawing of the alternator shaft with all lengths
and diameters
• Torsional stiffness, if available
• Moments of inertia of the parts mounted to the
shaft (kgm²)
• Electrical output (kVA) including power factor
cos and efficiency
• Or mechanical output (kW)
• Complex synchronizing coefficients for idling
and full load in dependence on frequency, in-
cluding the reference torque
0213-0000MA2.fm
J-AI Page 2 - 109

0213-0000MA2.fm
Page 2 - 110 J-AI

2.12 Requirements for power drive connection (static)
Limit values for alignment to be coupled after the engine
Evaluation of permissible theoretical bearing loads
Figure 2-30 Case A: Overhung arrangement Figure 2-31 Case B: Rigid coupling
Mmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1)/l
F1 Theoretical bearing force at the external engine bearing
F2 Theoretical bearing force at the alternator bearing
F3 Flywheel weight
F4 Coupling weight acting on the engine, including reset forces
F5 Rotor weight of the alternator
a Distance between end of coupling flange and centre of outer crankshaft bearing
l Distance between centre of outer crankshaft bearing and alternator bearing
Engine Distance a Case A Case B
Mmax = F * a F1 max
mm kNm kN
L48/60B, L48/60CR 530 801) 140
V48/60B, V48/60CR 560 105 180
Table 2-34 Example calculation case A and B

0214-0000MDA2.fm
1) Inclusive
of couples resulting from restoring forces of the coupling.
E-BB 48/60B, 48/60CR Page 2 - 111

Distance between engine seating surface and

crankshaft centre line:
• L48/60B, L48/60CR: 700 mm
• V48/60B, V48/60CR: 830 mm
Note!
Changes may be necessary as a result of the
torsional vibration calculation or special serv-
ice conditions.
General note
Masses which are connected downstream of the
engine in the case of an overhung or rigidly cou-
pled, arrangement result in additional crankshaft
bending stress, which is mirrored in a measured
web deflection during engine installation.
Provided the limit values for the masses to be cou-
pled downstream of the engine (permissible values
for Mmax and F1max) are complied with, the permit-
ted web deflections will not be exceeded during
assembly.
Sufficient distance until obtaining the max. permis-
sible web deflection value at which the max. per-
missible crankshaft bending stress is reached, i. e.
new alignment of the engine has to be carried out,
is ensured.
0214-0000MDA2.fm
Page 2 - 112 48/60B, 48/60CR E-BB

2.13.1 Moments of inertia – Engine, damper, flywheel
2.13 Requirements for power drive connection (dynamic)

Propeller operation (CPP)
Marine main engines
Engine Needed Plant

minimum
Engine Maximum Moment of Moment of Mass of total Required mini-
continu- inertia inertia flywheel moment of mum addi-
ous rating engine + flywheel inertia1) tional moment
damper of inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 500 rpm
6L48/60B 6,900 2,633 3,027 5,060 3,290 -
7L48/60B 8,050 3,412 3,840
8L48/60B 9,200 3,737 1,171 2,169 4,390
9L48/60B 10,350 3,565 3,027 5,060 4,940
12V48/60B 13,800 4,624 2,935 4,308 6,580 -
14V48/60B 16,100 5,196 7,670
16V48/60B 18,400 5,768 8,770 67
18V48/60B 20,700 6,340 9,860 585
Table 2-35 Moments of inertia for marine main engine 48/60B – Engine, damper, flywheel
1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
For flywheels dimensions see "Section 2.14: Power transmission, page 2-123".
0215-0000MD2.fm
K-BB 48/60B Page 2 - 113

Constant speed
Marine main engine
Engine Needed Plant

minimum
Engine Maximum Moment Momen Mass of Cyclic total Required
continu- of inertia t of fly- irregular- moment minimum
ous engine + inertia wheel ity of iner- addi-
rating damper fly- tia1) tional
wheel moment
of inertia
after fly-
wheel2)
[kW] [kgm2] [kgm2] [kg] - [kgm2] [kgm2]
n = 500 rpm
6L48/60B 6,900 2,633 3,027 5,060 580 10,600 4,940
7L48/60B 8,050 3,412 320 12,300 5,861
8L48/60B 9,200 3,737 1,171 2,169 540 14,100 9,192
9L48/60B 10,350 3,565 3,027 5,060 760 15,800 9,208
12V48/60B 13,800 4,624 2,935 4,308 1,500 21,100 13,541
14V48/60B 16,100 5,196 4,100 24,600 16,469
16V48/60B 18,400 5,768 3,200 28,100 19,397
18V48/60B 20,700 6,340 2,000 31,600 22,325
n = 514 rpm
6L48/60B 6,900 2,633 3,027 5,060 610 10,000 4,340
7L48/60B 8,050 3,412 320 11,700 5,261
8L48/60B 9,200 3,737 1,171 2,169 550 13,300 8,392
9L48/60B 10,350 3,565 3,027 5,060 760 15,000 8,408
12V48/60B 13,800 4,624 2,935 4,308 1,600 20,000 12,441
14V48/60B 16,100 5,196 4,000 23,300 15,169
16V48/60B 18,400 5,768 3,200 26,600 17,897
18V48/60B 20,700 6,340 2,000 29,900 20,625
Table 2-36 Moments of inertia for diesel-electric plants – Engine, damper, flywheel
1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2) Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
0215-0000MD2.fm
For flywheels dimensions see "Section 2.14: Power transmission, page 2-123".
Page 2 - 114 48/60B K-BB

2.13.2 Balancing of masses – Firing order

Engine L48/60B
Rotating crank balance...........................................100 %
Engine speed . . . . . . . . . . . . . . . 500/514 rpm
Static reduced rotating mass per
crank including counterweights and
rotating portion of connecting rod . . . . +1.3 kg
(for a crank radius r = 300 mm)
Oscillating mass per cylinder . . . . . . . . . 679 kg
Connecting rod ratio . . . . . . . . . . . . . . . . 0.219
Distance between cylinder
centerlines . . . . . . . . . . . . . . . . . . . . . . 820 mm
Engine Firing Residual external couples

order
Mrot (kNm) Mosc 1st order (kNm) Mosc 2nd order (kNm)
Engine speed (rpm) 500
6L48/60B A 0 0 0
7L48/60B C 93.4
8L48/60B B 0
9L48/60B B 57.9 158.2
6L48/60B A 0 0 0
7L48/60B C 98.7
8L48/60B B 0
9L48/60B B 61.2 167.1
Table 2-37 Residual external couples – Engine L48/60B
For engines of type L48/60B the external mass forces are equal to zero.
Mrot is eliminated by means of balancing weights on resiliently mounted engines.
0215-0200MD2.fm
K-BA 48/60B Page 2 - 115

Firing order: Counted from coupling side
No. of Firing Clockwise rotation Counter clockwise rotation

cylinders order
6L A 1-3-5-6-4-2 1-2-4-6-5-3
7L C1) 1-2-4-6-7-5-3 1-3-5-7-6-4-2
8L B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4
9L B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6
Table 2-38 Firing order L48/60B

1)
Irregular firing order.
0215-0200MD2.fm
Page 2 - 116 48/60B K-BA

Engine V48/60B
Rotating crank balance.............................................99 %
Engine speed . . . . . . . . . . . . . . . 500/514 rpm
Static reduced rotating mass per
crank including counterweights and
rotating portion of connecting rod . . . . . +15 kg
(referred to crank radius r = 300 mm)
Oscillating mass per cylinder . . . . . . . . . 679 kg
Connecting rod ratio . . . . . . . . . . . . . . . . 0.219
Distance between cylinder
centerlines . . . . . . . . . . . . . . . . . . . . 1,000 mm
Vee angle . . . . . . . . . . . . . . . . . . . . . . . . . .50°
Engine Firing Residual external couples

order
Mrot (kNm) Mosc 1st order (kNm) Mosc 2nd order (kNm)
vertical horizontal vertical horizontal
12V48/60B A 0 0 0
14V48/60B C 132.8 73.8
16V48/60B B 0
18V48/60B A 2.4 177.7 38.6 78.0 43.4
12V48/60B A 0 0
14V48/60B C 140.3 78.5
16V48/60B B 0
18V48/60B A 2.5 187.8 40.8 82.5 45.8
Table 2-39 Residual external couples – Engine V48/60B
For engines of type V48/60B the external mass forces are equal to zero.
Mrot is eliminated by means of balancing weights on resiliently mounted engines.
0215-0200MD2.fm
K-BA 48/60B Page 2 - 117

Firing order: Counted from coupling side
No. of cyl- Firing Clockwise rotation Counter clockwise rotation

inders order
12V A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2- A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-

B2 B1
14V C1) A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-

B5-A3-B3 B2-A2-B1
16V B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-

B5-A2-B2-A3-B3 B7-A7-B4-A4-B1
18V A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-

B8-A6-B6-A4-B4-A2-B2 B7-A7-B5-A5-B3-A3-B1
Table 2-40 Firing order V48/60B

1) Irregular firing order.
0215-0200MD2.fm
Page 2 - 118 48/60B K-BA

2.12.3 Static torque fluctuation

General
The static torque fluctuation is the summation-
taking into account the correct phase-angles of
the torques acting at all cranks around the crank-
shaft axis. These torques are created by the gas
and mass forces acting at the crankpins, with the
crank radius being used as the lever see "Para-
graph: Static torque fluctuation and exciting frquencies" in
this section. An absolutely rigid crankshaft is as-
sumed. The values Tmax and Tmin listed in the ta-
bles represent a measure for the reaction forces
occurring at the foundation of the engine see "Fig-
ure 2-37: Static torque fluctuation". The static values
listed in the table below in each individual case a
dynamic magnification which is dependent upon
the characteristics of the foundation (design and
material thicknesses in way of the foundation, type
of chocking).
The reaction forces generated by the torque fluc-
tuation are the most important excitations trans-
Figure 2-37 Static torque fluctuation
mitted into the foundation in the case of a rigidly or
semi-resiliently mounted engine. Their frequency is
Tmax  Tmin
dependent upon speed and cylinder number, and FD  L  z 
is also listed in the table of the examples. 2
In order to avoid local vibration excitations in the z Number of cylinders
vessel, it must be ensured that the natural fre-
quencies of important part structures (e. g. panels, L Distance between foundation bolts
bulkheads, tank walls and decks, equipment and
its foundation, pipe systems) have a sufficient
safety margin (if possible ±30 %) in relation to this
main excitation frequency.
0215-030aMA2.fm
J-BA Page 2 - 121

0215-030aMA2.fm
Page 2 - 122 J-BA

Static torque fluctuation and exciting frequencies

Engine L48/60B
Example to declare abbreviations
Figure 2-33 Static torque fluctuation – Engine L48/60B
Engine Output Speed Tn Tmax Tmin Exciting frequency of the main har-
monic components
Order Frequency ±T
kW rpm kNm kNm kNm rpm Hz kNm
6L48/60B 6,900 500 137.5 302.1 -13.9 3.0 25.0 130.9

6.0 50.0 67.9
7L48/60B 8,050 160.4 459.6 -88.6 3.5 29.2 277.7

7.0 58.3 40.5
8L48/60B 9,200 183.3 436.4 -32.2 4.0 33.3 238.3

8.0 66.7 20.6
9L48/60B 10,350 206.3 440.9 1.3 4.5 37.5 225.1

9.0 75.0 8.4
6L48/60B 6,900 514 133.8 282.0 -6.5 3.0 25.7 115.5

6.0 51.4 68.8
7L48/60B 8,050 156.1 445.1 -87.3 3.5 30.0 272.4

7.0 60.0 42.3
8L48/60B 9,200 178.4 421.0 -31.9 4.0 34.3 233.4

8.0 68.5 23.0
9L48/60B 10,350 200.6 431.0 -0.9 4.5 38.5 228.8

0215-030bMD2.fm
9.0 77.1 10.5
Table 2-41 Static torque fluctuation and exciting frequencies – Engine L48/60B
K-BB 48/60B Page 2 - 121

Engine V48/60B
Example to declare abbreviations
Figure 2-34 Static torque fluctuation – Engine V48/60B
Engine Output Speed Tn Tmax Tmin Exciting frequency of the main har-
monic components
Order Frequency ±T
kW rpm kNm kNm kNm rpm Hz kNm
12V48/60B 13,800 500 275.0 448.6 128.6 3.0 25.0 67.8

6.0 50.0 117.6
14V48/60B 16,100 320.9 431.5 206.6 3.5 29.2 24.2

7.0 58.3 80.7
16V48/60B 18,400 366.7 474.1 241.7 4.0 33.3 82.8

8.0 66.7 38.7
18V48/60B 20,700 412.5 553.8 230.8 4.5 37.5 172.3

9.0 75.0 11.8
12V48/60B 13,800 514 267.5 431.9 128.8 3.0 25.7 59.8

6.0 51.4 119.2
14V48/60B 16,100 312.1 424.3 196.6 3.5 30.0 23.8

7.0 60.0 84.3
16V48/60B 18,400 356.7 466.3 230.7 4.0 34.3 81.1

8.0 68.5 43.3
18V48/60B 20,700 401.3 543.2 219.5 4.5 38.5 170.5

0215-030bMD2.fm
9.0 77.1 14.8
Table 2-42 Static torque fluctuation and exciting frequencies – Engine V48/60B
Page 2 - 122 48/60B K-BB

2.14.1 Flywheel arrangement
2.14 Power transmission
Flywheel with flexible coupling
Figure 2-35 Flywheel with flexible coupling
Legend
Engine A1) A2) E1) E2) Fmin Fmax No. of No. of fit-
through ted bolts
mm bolts
6L48/60B
7L48/60B Dimensions will result from clarification of technical details of propulsion

9 3
drive
8L48/60B
9L48/60B
Note!
Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of
technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be
changed.
0216-0000MD2.fm
1) Without
torsional limit device.
2)
With torsional limit device.
For mass of flywheel see "Section 2.13.1: Moments of inertia – Engine, damper, flywheel, page 2-113"
J-BB 48/60B Page 2 - 123

Figure 2-36 Flywheel with flexible coupling
Legend
Engine A1) A2) E1) E2) Fmin Fmax No. of No. of fit-
through ted bolts
mm bolts
12V48/60B Dimensions will result from clarification of technical details of propulsion 12 2

drive
14V48/60B
16V48/60B
18V48/60B 14
Note!
Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of
technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be
changed.
1) Without torsional limit device.
2)
With torsional limit device.
For mass of flywheel "Section 2.13.1: Moments of inertia – Engine, damper, flywheel, page 2-113"
0216-0000MD2.fm
Page 2 - 124 48/60B J-BB

Flywheel arrangement coupling and gearbox
Figure 2-37 Example for an arrangement of flywheel, coupling and gearbox

0216-0000MD2.fm
J-BB 48/60B Page 2 - 125

Flywheel arrangement coupling and alternator
Figure 2-38 Example for an arrangement of flywheel, coupling and alternator
0216-0000MD2.fm
Page 2 - 126 48/60B J-BB

2.15 Arrangement of attached pumps
Figure 2-39 Attached pumps L48/60B, L48/60CR, L51/60G, 51/60DF

0217-0000MDSII.fm
K-BA 48/60B, 48/60CR, 51/60DF, 51/60G Page 2 - 127

Figure 2-40 Attached pumps V48/60B, V48/60CR, V51/60G, 51/60DF
Note!
The final arrangement of the lube oil and cool-
ing water pumps will be made due to the in-
quiry or order.
0217-0000MDSII.fm
Page 2 - 128 48/60B, 48/60CR, 51/60DF, 51/60G K-BA

2.15.1 General requirements for engine foundation
2.15 Foundation

Plate thicknesses
The stated material dimensions are recommenda-
tions, thicknesses smaller than these should not
be allowed.
Top plates
Before or after having been welded in place, the
bearing surfaces should be machined and freed
from rolling scale. Surface finish corresponding to
Ra 3.2 peak-to-valley roughness in the area of the
chocks.
The thickness given is the finished size after ma-
chining.
Downward inclination outwards, not exceeding
0.7 %.
Prior to fitting the chocks, clean the bearing sur-
faces from dirt and rust that may have formed: Af-
ter the drilling of the foundation bolt holes,
spotface the lower contact face normal to the bolt
hole.
Foundation girders
The distance of the inner girders must be ob-
served. We recommend that the distance of the
outer girders (only required for larger types) also be
observed.
The girders must be aligned exactly above and un-
derneath the tank top.
Floor plates
No manholes are permitted in the floor plates in
the area of the box-shaped foundation. Welding is
to be carried out through the manholes in the out-
er girders.
Top plate supporting

Provide support in the area of the frames from the
0218-0000MA2.fm
nearest girder below.
D-AD 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF, 58/64 Page 2 - 129
0218-0000MA2.fm
Page 2 - 130 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF, 58/64 D-AD
2.16.2 Rigid seating

Engine L48/60B
Recommended configuration of foundation
Figure 2-41 Recommended configuration of foundation L48/60B

0218-0300MD2.fm
K-BA 48/60B Page 2 - 131

0218-0300MD2.fm
Figure 2-42 Recommended configuration of foundation L48/60B - number of bolts
Page 2 - 132 48/60B K-BA

Arrangement of foundation bolt holes
Figure 2-43 Arrangement of foundation bolt holes L48/60B
Two fitted bolts have to be provided either on star- In any case they have to be positioned on the cou-
board side or portside depending on the engine´s pling side
rotation direction:
Number and position of the stoppers have to be
• for clockwise rotating engines on port side provided according to the figure above.
• for counter clockwise rotating engines on star-
0218-0300MD2.fm
board side
K-BA 48/60B Page 2 - 133

Engine 12V, 14V, 16V48/60B

Figure 2-44 Recommended configuration of foundation 12V, 14V, 16V48/60B

0218-0300MD2.fm
Page 2 - 134 48/60B K-BA

Engine 18V48/60B
Figure 2-45 Recommended configuration of foundation 18V48/60B

0218-0300MD2.fm
K-BA 48/60B Page 2 - 135

Engine V48/60B
Recommended configuration of foundation - number of bolts
0218-0300MD2.fm
Figure 2-46 Recommended configuration of foundation V48/60B - number of bolts
Page 2 - 136 48/60B K-BA

Arrangement of foundation bolt holes
Figure 2-47 Arrangement of foundation bolt holes V48/60B
Two fitted bolts have to be provided either on star- In any case they have to be positioned on the cou-
board side or portside depending on the engine´s pling side
rotation direction:
Number and position of the stoppers have to be
• for clockwise rotating engines on port side provided according to the figure above.
0218-0300MD2.fm
• for counter clockwise rotating engines on start-

board side
K-BA 48/60B Page 2 - 137

0218-0300MD2.fm
Page 2 - 138 48/60B K-BA

2.16.3 Chocking with synthetic resin

Engine 48/60B
Most classification societies permit the use of the

following synthetic resins for chocking Diesel en-
gines:
• Chockfast Orange
(Philadelphia Resins Corp. U.S.A)
• Epocast 36
(H.A. Springer, Kiel)
MAN Diesel & Turbo accepts engines being
chocked with synthetic resin provided
• processing is done by authorised agents of the
above companies
• the classification society responsible has ap-
proved the synthetic resin to be used for a unit
pressure (engine weight + foundation bolt
preloading) of 450 N/cm2 and a chock temper-
ature of at least 80 °C.
The loaded area of the chocks must be dimen-
sioned in a way, that the pressure effected by the
engines dead weight does not exceed 70 N/cm2
(requirement of some classification societies).
The pre-tensioning force of the foundation bolts
was chosen so that the permissible total surface
area load of 450 N/cm2 is not exceeded. This will
ensure that the horizontal thrust resulting from the
mass forces is safely transmitted by the chocks.
The shipyard is responsible for the execution and
must also grant the warranty.
Tightening of the foundation bolts only permissible
with hydraulic tensioning device. The point of ap-
plication of force is the end of the thread with a
length of 173 mm. Nuts definitely must not be
tightened with hook spanner and hammer, even
for later inspections.
0218-0400MD2.fm
L-BA 48/60B Page 2 - 139

Tightening of foundation bolts
Figure 2-48 Hydraulic tension device
Hydraulic tension device L48/60B V48/60B
Tool number - 009.062 009.010

- 055.125 021.089
Piston area cm² 130.18 72.72
Maximum pump pressure bar 1,200 1,200
Table 2-43 Hydraulic tension tool 48/60B
The tensioning tool with tensioning nut and pres-

sure sleeve are included in the standard scope of
supply of tools for the engine
Pretensioning force L48/60B V48/60B
Pre-tensioning forcer kN 540 420
Pump pressure required bar 500 700
Setting allowance % 20 20
Calculated screw elongation mm 0.63 0.69

0218-0400MD2.fm
Utilisation of yield point % 60 63.5
Table 2-44 Pre-tension force 48/60B
Page 2 - 140 48/60B L-BA

0218-0400MD2.fm
Figure 2-49 Chocking with synthetic resin L48/60B
L-BA 48/60B Page 2 - 141

0218-0400MD2.fm
Figure 2-50 Chocking with synthetic resin 12V, 14V, 16V48/60B
Page 2 - 142 48/60B L-BA

Figure 2-51 Chocking with synthetic resin 18V48/60B

0218-0400MD2.fm
L-BA 48/60B Page 2 - 143

0218-0400MD2.fm
Page 2 - 144 48/60B L-BA

2.15.4 Resilient seating
General
The engines cause dynamic effects on the founda- In both versions the supporting elements will be
tion. These effects are attributed to the pulsating connected directly to the engine feet by special
reaction forces due to the irregular torque, addi- brackets.
tionally in engines with certain cylinder numbers
The number, rubber hardness and distribution of
these effects are increased by unbalanced forces
the supporting elements depends on:
and couples brought about by rotating or recipro-
cating masses which – considering their vector • The weight of the engine
sum – do not equate to zero. • The centre of gravity of the engine
The direct resilient support makes it possible to keep • The desired natural frequencies
the foundation practically free from the dynamic
forces, which are generated by every reciprocating Where resilient mounting is applied, the following
engine and may have harmful effects on the envi- has to be taken into consideration when designing
ronment of the engines under adverse conditions. a propulsion plant:
Therefore MAN Diesel & Turbo offers two different 1. Resilient mountings always feature several res-
versions of the resilient mounting to increase the onances resulting from the natural mounting
comfort. frequencies. In spite of the endeavour to keep
resonances as far as possible from nominal
The inclined resilient mounting was developed espe- speed the lower bound of the speed range free
cially for ships with high comfort demands, e.g. from resonances will rarely be lower than 70 %
passenger ferries and cruise vessels. This mount- of nominal speed for mountings using inclined
ing system is characterised by natural frequencies mounts and not lower than 85 % for mountings
of the resiliently supported engine being lower using conical mounts. It must be pointed out
than approx. 18 Hz, so that they are well below that these percentages are only guide values.
those of the pulsating disturbing variables. The speed interval being free from resonances
For lower demands of comfort, as e.g. for mer- may be larger or smaller. These restrictions in
chant ships, the conical mounting system was creat- speed will mostly require the deployment of a
ed. Because of the stiffer design of the elements controllable pitch propeller.
the natural frequencies of the system are clearly 2. Between the resiliently mounted engine and the
higher than in case of the inclined resilient mount- rigidly mounted gearbox or alternator, a flexible
ing. The structure-borne-sound isolation is thus coupling with minimum axial and radial elastic
decreased. It is, however still considerably better forces and large axial and radial displacement
than in case of a rigid engine support. capacities must be provided.
The appropriate design of the resilient support will 3. The pipes to and from the engine must be of
be selected in accordance with the demands of highly flexible type.
the customer, i.e. it will be adjusted to the special
requirements of each plant. 4. For the inclined resilient support, provision for
stopper elements has to be made because of
the sea-state-related movement of the vessel.
In the case of conical mounting, these stoppers
are integrated in the element.
0218-0500MDES2.fm
A-BB 48/60B, 48/60CR, 51/60DF, 58/64 Page 2 - 145

5. In order to achieve a good structure-borne-

sound isolation, the lower brackets used to
connect the supporting elements with the
ship's foundation are to be fitted at sufficiently
rigid points of the foundation. Influences of the
foundation's stiffness on the natural frequen-
cies of the resilient support will not be consid-
ered.
6. The yard must specify with which inclination re-
lated to the plane keel the engine will be in-
stalled in the ship. When calculating the resilient
mounting system, it has to be checked whether
the desired inclination can be realised without
special measures. Additional measures always
result in additional costs.
0218-0500MDES2.fm
Page 2 - 146 48/60B, 48/60CR, 51/60DF, 58/64 A-BB

2.15.5 Recommended configuration of foundation

Engine mounting using inclined sandwich elements
0218-0600MDASdf2.fm
Figure 2-55 Recommended configuration of foundation in-line engine – Resilient seating
hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 147

0218-0600MDASdf2.fm
Page 2 - 148 48/60B, 48/60CR, 51/60DF hJ_^

12V, 14V and 16V Engine
Figure 2-57 Recommended configuration of foundation 12V, 14V and 16V engine – Resilient seating
0218-0600MDASdf2.fm
hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 149

18 V Engine
Figure 2-58 Recommended configuration of foundation 18 V engine – Resilient seating

0218-0600MDASdf2.fm
Page 2 - 150 48/60B, 48/60CR, 51/60DF hJ_^

Figure 2-59 Recommended configuration of foundation vee-engine – Resilient seating

0218-0600MDASdf2.fm
hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 151

Engine mounting using conical mounts
0218-0600MDASdf2.fm
Page 2 - 152 48/60B, 48/60CR, 51/60DF hJ_^


0218-0600MDASdf2.fm
hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 153

0218-0600MDASdf2.fm
Page 2 - 154 48/60B, 48/60CR, 51/60DF hJ_^


0218-0600MDASdf2.fm
hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 155

0218-0600MDASdf2.fm
Page 2 - 156 48/60B, 48/60CR, 51/60DF hJ_^

2.15.6 Engine alignment

The alignment of the engine to the attached power
train is crucial for troublefree operation.
Dependent on the plant installation influencing fac-
tors on the alignment might be:
• Thermal expansion of the foundations
• Thermal expansion of the engine, alternator or
the gearbox
• Thermal expansion of the rubber elements in
the case of resilient mounting
• The settling behaviour of the resilient mounting
• Shaft misalignment under pressure
• Necessary axial pre-tensioning of the flex-cou-
pling
Therefore take care that a special alignment calcu-
lation, resulting in alignment tolerance limits will be
carried out.
Follow the relevant working instructions of this
specific engine type. Alignment tolerance limits
must not be exceeded.
0218-0700AA2.fm
F-BA Page 2 - 157

0218-0700AA2.fm
Page 2 - 158 F-BA

======
3 Engine automation
Page 3 - 1
Page 3 - 2
Engine automation
3.1.1 SaCoSone system overview
3.1 Engine automation
Figure 3-1 SaCoSone system overview
The monitoring and safety system SaCoSone

Legend serves for complete engine operation, alarming
1 Control Unit and control. All sensors and operating devices are
wired to the engine-attached units. The wire con-
2 System Bus nection of the ship/plant is done by means of an
3 Local Operating Panel Interface Cabinet.
4 Interface Cabinet During engine installation, only the bus connec-
tions and the power supply and safety related ca-
5 Auxiliary Cabinet
bles between the Control Unit and the
6 Remote Operating Panel (Optional) Interface/Auxiliary Cabinet are to be laid, as well as
connections to external modules and parts on
ship/plant.
0301-0000MD2.fm
hJ_^ 48/60B Page 3 - 3

Engine automation
The SaCoSone design is based on high reliable and Local Operating Panel
approved components as well as modules spe-
The engine is equipped with a Local Operating
cially designed for installation on medium speed
Panel (LOP) cushioned against any vibration. This
engines . The used components are harmonised
panel is equipped with one or two TFT displays for
to a homogenously system.
visualisation of all engine's operating and measur-
The system has already been tested and parame- ing data. At the LOP, the engine can be fully oper-
terised in the factory. ated. Additional hardwired switches are available
for relevant functions.
Control Unit
Propulsion engines are equipped with a backup
The Control Unit is attached to the engine cush- display as shown on top of the local panel.
ioned against any vibration. It includes two identi-
cal, highly integrated Control Modules: one for
safety functions and the other one for engine con-
trol and alarming.
The modules work independently of each other
and collect engine measuring data by means of
separate sensors.
Figure 3-3 Local Operating Panel
Figure 3-2 Control Unit

0301-0000MD2.fm
Page 3 - 4 48/60B hJ_^

Engine automation
Interface Cabinet Auxilary Cabinet

The Interface Cabinet is the interface between the The Auxilary Cabinet contains the speed governor
engine electronics and the plant control. It is the and the starter for the engine-attached cylinder
central connecting point for electric power supply lube oil pump, the valve seat lube oil pump and the
to the engine from the plant/vessels power distri- temperature control valves.
bution.
Besides, it connects the engine control system
with the power management system and other
periphery parts.
The supply of the SaCoSone subsystems is done
by the Interface Cabinet.
Figure 3-5 Auxilary Cabinet
Figure 3-4 Interface Cabinet

0301-0000MD2.fm
hJ_^ 48/60B Page 3 - 5

Engine automation
System Bus SaCoSone is connected to the plant by the Gate-

way Module. This module is equipped with decen-
The SaCoSone system bus connects all system
tral input and output channels as well as with
modules. This redundant field bus system pro-
different interfaces for connection to the plant/ship
vides the basis of data exchange between the
automation, the Remote Operating Panel and the
modules and allows the takeover of redundant
online service.
measuring values from other modules in case of a
sensor failure.
Figure 3-6 SaCoSone System Bus

0301-0000MD2.fm
Page 3 - 6 48/60B hJ_^

Engine automation
Remote Operating Panel (optional)

The Remote Operating Panel (ROP) serves for en-
gine operation from a control room. The ROP has
the same functionality as the Local Operating Pan-
el.
From this operating device it is possible to transfer
the engine operation functions to a superior auto-
matic system (propulsion control system, power
management).
In plants with integrated automation systems, this
panel can be replaced by IAS.
The panel can be delivered as loose supply for in-
stallation in the control room desk or integrated in
the front door of the Interface Cabinet.
Figure 3-7 Remote Operating Panel (optional)

0301-0000MD2.fm
hJ_^ 48/60B Page 3 - 7

Engine automation
0301-0000MD2.fm
Page 3 - 8 48/60B hJ_^

Engine automation
3.2 Power supply and distribution
The plant has to provide electric power for the au-

tomation and monitoring system. In general an un-
interrupted 24 V DC power supply is required for
SaCoSone.
For marine main engines, an uninterrupted power
supply (UPS) is required which must be provided
by two individual supply networks. According to
classification requirements it must be designed to
guarantee the power supply to the connected sys-
tems for a sufficiently long period if both supply
networks fail.
Figure 3-8 Supply diagramm

0302-0000MD2.fm
L-BA 48/60B Page 3 - 9

Engine automation
Required power supplies
Voltage Consumer Notes!
24 V DC SaCoSone All SaCoSone components in the Interface Cab-

inet and on the engine.
230 V 50/60 Hz SaCoSone Interface Cabinet Cabinet illumination, socket, anticondensation

heater
440 V 50/60 Hz Consumers on engine Power supply for consumers on engine.
Table 3-1 Required power supplies
0302-0000MD2.fm
Page 3 - 10 48/60B L-BA

Engine automation
3.3 Operation
3.3 Operation
Control Station Changeover

The operation and control can be done from both mote Operating Panel or to an external automatic
operating panels. Selection and activation of the system. A handshake is therefore necessary. For
control stations is possible at the Local Operating applications with Integrated Automation Systems
Panel. The operating rights can be handed over (IAS) also the functionality of the Remote Operat-
from the Remote Operating Panel to another Re- ing Panel can be taken over by the IAS.
Figure 3-9 Control station changeover
On the screen displays, all the measuring points Speed setting

acquired by means of SaCoSone can be shown in
In case of operating with one of the SaCoSone pan-
clearly arranged drawings and figures. It is not
els, the engine speed setting is carried out manu-
necessary to install additional speed indicators
ally by a decrease/increase switch button. If the
separately.
operation is controlled by an external system, the
speed setting can be done either by means of bi-
nary contacts (e.g. for synchronisation) or by an
active 4 – 20 mA analogue signal alternatively. The
signal type for this is to be defined in the project
planning period.
0303-0000MDA2.fm
K-BB 48/60B, 48/60CR Page 3 - 11

Engine automation
3.3 Operation
Operating modes
For alternator applications:
• Droop (5-percent speed increase between
nominal load and no load)
For propulsion engines:
• Isochronous
• Master/Slave Operation for operation of two
engines on one gear box
The operating mode is pre-selected via the
SaCoSone interface and has to be defined during
the application period.
Details regarding special operating modes on re-
quest.
0303-0000MDA2.fm
Page 3 - 12 48/60B, 48/60CR K-BB

Engine automation
3.4 Functionality
3.4 Functionality
Safety functions Emergency stop

The safety system monitors all operating data of Emergency stop is an engine shutdown initiated
the engine and initiates the required actions, i.e. by an operators manual action like pressing an
load reduction or engine shut-down, in case the emergency stop button.
limit values are exceeded. The safety system is
Override
split in control module and gateway module. The
control module supervises the engine, the gate- During operation, safety actions can be sup-
way module examines all functions relevant for se- pressed by the override function for the most pa-
curity of the connected plant components. rameters. The override has to be activated
preventively. The scope of parameters prepared
The system is designed so as to ensure that the
for override are different and depend to the chosen
functions are achieved in accordance with the
classification society. The availability of the over-
classification societies' requirements for marine
ride function depends on the application.
main engines.
The safety system directly influences the emer- Alarming
gency shut-down and the speed control. The alarm function of SaCoSone supervises all nec-
In addition to the provisions made to permit the in- essary parameters and generates alarms to indi-
ternal initiation of demands, binary and analogue cate discrepancies when required. The alarm
channels have been provided for the initiation of functions are likewise split in control module and
safety functions by external systems. gateway module. In the gateway module the su-
pervision of the connected external systems oc-
Load reduction
curs. The alarm functions are processed in an area
After the exceeding of certain parameters the clas- completely independent of the safety system area
sification societies demand a load reduction to in the gateway module.
60%. The safety system supervises these param-
eters and requests a load reduction, if necessary. Self-monitoring
The load reduction has to be carried out by an ex- SaCoSone carries out independent self-monitoring
ternal system (IAS, PMS, PCS). For safety rea- functions. Thus, for example the connected sen-
sons, SaCoSone will not reduce the load by itself. sors are checked constantly on function and wire
Auto shutdown break. In case of a fault SaCoSone reports the oc-
curred malfunctions in single system components
Auto shutdown is an engine shutdown initiated by
via system alarms.
any automatic supervision of either engine internal
parameters or above mentioned external control Speed control
systems. If an engine shutdown is triggered by the
safety system, the emergency stop signal has an The engine speed control is realized by software
immediate effect on the emergency shut-down functions of the control module and the speed
device, and the speed control. At the same time governor. Engine speed and crankshaft turn angle
the emergency stop is triggered, SaCoSone issues indication is carried out by means of redundant
a signal resulting in the alternator switch to be pick ups at the camshaft.
opened.
0304-0000MD2.fm
K-BA 48/60B Page 3 - 13

Engine automation
3.4 Functionality
Load distribution - multi engine and master slave plants Control

With electronic governors, the load distribution is SaCoSone controls all engine-internal functions as
carried by speed droop, isochronously by load- well as external components, for example:
sharing lines or master/slave operation.
Start/stop sequences
Shut-down
- Demands regarding lube oil and cooling wa-
With electronic governors, the shut-down is ef- ter pumps.
fected by an electrical contact.
- Monitoring of the prelubrication and post-
Load limit curves cooling period.
• Start fuel limiter - Monitoring of the acceleration period.
• Charge-air pressure dependent fuel limiter Control station switch-over
• Torque limiter Switch-over from local operation in the engine
room to remote control from the engine control
• Jump-rate limiter
room.
Notes!
External functions:
In the case of controllable-pitch propeller units
- Electrical lubricating oil pump
with combinator mode, the combinator curves
must be sent to MAN Diesel & Turbo in the de- - Electrical driven HT cooling water pump
sign stage for assessment. If load control sys-
- Electrical driven LT cooling water pump
tems of the C.P. propeller supplier are used,
the load control curve is to be sent to MAN - Nozzle cooling water module
Diesel & Turbo in order to check whether it is - HT preheating unit
below the load limit curve of the engine.
- Clutches
Overspeed protection The scope of control functions depends on plant
The engine speed is monitored in both control configuration and must be coordinated during the
modules independently. In case of overspeed project engineering phase.
each control module actuates the shutdown de-
vice by a separate hardware channel. Starters
For engine attached pumps and motors the start-
Shutdown ers are installed in the auxiliary cabinet. Starters for
The engine shutdown, initiated by safety functions external pumps and consumers are not included
and manual emergency stops, is carried out via in the SaCoSone scope of supply in general.
solenoid valves and a pneumatic fuel shut off for
common rail pilot fuel, the block and bleed gas
valves and the conventional jerk pumps.
0304-0000MD2.fm
Page 3 - 14 48/60B K-BA

Engine automation
3.4 Functionality
Media Temperature Control

Various media flows must be controlled to ensure
trouble-free engine operation.
The temperature controllers are available as soft-
ware functions inside the gateway module of Sa-
CoSone. The temperature controllers are operated
by the displays at the operating panels as far as it
is necessary. From the Interface Cabinet the relays
actuate the control valves.
- The cylinder cooling water (HT) temperature
control is equipped with performance-relat-
ed feed forward control, in order to guaran-
tee the best control accuracy possible
(please refer also "Section 5.3.1: Cooling water
system diagram, page 5-47").
- The low temperature (LT) cooling water tem-
perature control is prepared analogue to the
HT cooling water temperature control and
can be used if the LT cooling water system
is designed as individual cooling water sys-
tem per each engine.
In case that several engines are operated
with a combined LT cooling water system, it
is necessary to use a external temperature
controller.
This external controller must be mounted at
the engine control room desk and is to be
wired to the temperature control valve
(please refer also "Section 5.3.1: Cooling water
system diagram, page 5-47").
- The charge-air temperature control is identi-
cally designed as the HT cooling water tem-
perature control.
The cooling water quantity in the LT part of
the charge-air cooler is regulated by the
charge air temperature control valve (please
refer also "Section 5.3.1: Cooling water system
diagram, page 5-47").
- The design of the lube oil temperature con-
trol depends on the engine type. It is de-
signed either as a thermostatic valve (wax-
cartridge type) or an electric driven control
valve with electronic control analogue to the
0304-0000MD2.fm
HT temperature controller will be used.

Please refer also "Section 5.2.2: Lube oil system
description, page 5-19").
K-BA 48/60B Page 3 - 15

Engine automation
3.4 Functionality
0304-0000MD2.fm
Page 3 - 16 48/60B K-BA

Engine automation
3.5 Interfaces
3.5 Interfaces
Data Bus Interface (Machinery Alarm System) All measuring values acquired by SaCoSone are
available for transfer.
Alternator Control
Hardwired interface, used for example for syn-
chronisation, load indication, etc.
Power Management
Hardwired interface, for remote start/stop, load
setting, etc.
Propulsion Control System

Standardized hardwired interface including all sig-
nals for control and safety actions between Sa-
CoSone and the propulsion control system.
Others
In addition, interfaces to auxiliary systems are
available, such as to:
- nozzle cooling module
- HT preheating unit
- Electric driven pumps for lube oil, HT and LT
cooling water
Figure 3-10 Data Bus Interfaces (Machinery Alarm System)
- clutches
This interface serves for data exchange to ship
alarm systems, Integrated Automation Systems - gearbox
(IAS) or superior power plant operating systems. - propulsion control system
The interface is actuated with MODBUS protocol On request additional hard wired interfaces can be
and is available as: provided for special applications.
- Ethernet interface (MODBUS over TCP) or
as Cables – Scope of supply
- serial interface (MODBUS RTU) The bus cables between engine and interface are
RS422/RS485, Standard 5 wire with electri- scope of the MAN Diesel & Turbo supply.
cal isolation (cable length  100m). The control cables and power cables are not in-
Only if the Ethernet interface is used, the transfer cluded in the scope of the MAN Diesel & Turbo
of data can be handled with timestamps from Sa- supply. This cabling has to be carried out by the
CoSone. customer.
0305-0000MDA2.fm
The status messages, alarms and safety actions,

which are generated in the system, can be trans-
ferred.
K-BB 48/60B, 48/60CR Page 3 - 17

Engine automation
3.5 Interfaces
0305-0000MDA2.fm
Page 3 - 18 48/60B, 48/60CR K-BB

Engine automation
3.6 Technical data
3.6 Technical data
Interface Cabinet Environmental Conditions:

Design: • Ambient temperature: +10 °C to +50 °C
• Floor-standing cabinet • Relative humidity: =60%
• Cable entries from below through cabinet base • Vibrations: =0,7g.
• Accessible by front doors
Remote Operating Panel (optional)
• Doors with locks
Design:
• Opening angle: 90°
• Panel for control desk installation with 3 m ca-
• MAN Standard color light grey (RAL7035) ble to terminal bar for installation inside control
desk
• Weight: approx.300 kg
• Front color: white aluminium (RAL9006)
• Dimensions: 1200 x 2100 x 400 mm*
* width x height x depth (including base) • Weight: 15 kg
• Degree of protection: IP54. • Dimensions: 370 x 480 x 150 mm*
* width x height x depth (including base)
Environmental Conditions:
• Degree of protection: IP23.
• Ambient air temperature: 0 °C to +55 °C
Environmental Conditions:
• Relative humidity: < 96 %
• Ambient air temperature: 0 °C to +55 °C
• Vibrations < 0.7 g.
• Relative humidity: < 96 %
Auxiliary Cabinet
• Vibrations: < 0.7 g.
Design:
• Floor-standing cabinet
• Cable entries from below
• Accessible by front doors
• Doors with locks
• Opening angle: 90°
• Standard colour light grey (RAL7035)
• Weight: app.250 kg
• Dimensions: 1200 x 2100 x 400 mm*
* width x height x depth (including base)
• Degree of protection: IP54.
0306-0000MD2.fm
L-BA 48/60B Page 3 - 19

Engine automation
3.6 Technical data
Electrical own consumption
Consumer Supply system Notes
Pn (kVA) Ub F Phase Fuse/

(V) (Hz) Starter
by
yard
SaCoSone Interface Cabinet 0.54- 24 DC +/- 351) Power supply from ship bat-
0.661) 402) tery distribution (two line
0.65- redundant power supply)
0.772)
SaCoSone Auxiliary Cabinet 0.25-1 400 50/60 3 6A Power supply for consumers
- on engine
480
SaCoSone Interface Cabinet 2.7 230 50/60 2 16A Cabinet illumination, socket,
SaCoSone Auxiliary Cabinet anticondensation heater,tem-
perature controller incl. regu-
lating valve drive, for each
temperature control system
Table 3-2 Electrical own consumption

1)
9L48/60
2) 18V48/60
0306-0000MD2.fm
Page 3 - 20 48/60B L-BA

Engine automation
3.7 Installation requirements
Location The cabinets is equipped with spring loaded termi-

nal clamps. All wiring to external systems should
The Interface Cabinet is designed for installation in
be carried out without conductor sleeves.
non-hazardous areas.
The redundant CAN cables are MAN Diesel & Tur-
The maximum cable length between the engine
bo scope of supply. If the customer provides these
and the Interface Cabinet is 60 meters.
cables, the cable must have a characteristic im-
The cabinet must be installed at a location suitable pedance of 120 .
for service inspection.
Maximum cable length
Do not install the cabinet close to heat-generating
devices.
Connection max. cable length
In case of installation at walls, the distance be-
tween cabinet and wall has to be at least 100 mm Cables between engine and 60 m
Interface Cabinet
in order to allow air convection.
MODBUS cable between Inter-  100 m
Regarding the installation in engine rooms, the
face Cabinet and ship alarm sys-
cabinet should be supplied with fresh air by the tem
engine room ventilation through a dedicated venti-
lation air pipe near the engine. Cable between Interface Cabinet 100 m
and Remote Operating Panel
Note!
Table 3-3 Maximum cable length
If the restrictions for ambient temperature can
not be kept, the cabinet must be ordered with Installation Works
an optional air condition system. During the installation period the yard has to pro-
tect the cabinet against water, dust and fire. It is
Ambient air conditions not allowed to do any welding near the cabinets.
For restrictions of ambient conditions, please refer The cabinets have to be fixed to the floor by
to the "Section 3.6: Technical data, page 3-19". screws.
If it is inevitable to do welding near the cabinet, the
Cabling
cabinet and panels have to be protected against
The interconnection cables between the engine heat, electric current and electromagnetic influ-
and the Interface Cabinet have to be installed ac- ences. To guarantee protection against current, all
cording to the rules of electromagnetic compatibil- of the cabling must be disconnected from the af-
ity. Control cables and power cables have to be fected components.
routed in separate cable ducts.
The installation of additional components inside
The cables for the connection of sensors and ac- the cabinets is only allowed after approval by the
tuators which are not mounted on the engine are responsible project manager of MAN Diesel & Tur-
not included in the scope of MAN Diesel &Turbo bo only.
supply. Shielded cables must be used for the ca-
bling of sensors. For electrical noise protection, an
electric ground connection must be made from
the cabinet to the hull of the ship.
0307-0000MDA2.fm
All cabling between the Interface Cabinet and the

controlled device is scope of yard supply.
K-BB 48/60B, 48/60CR Page 3 - 21

Engine automation
0307-0000MDA2.fm
Page 3 - 22 48/60B, 48/60CR K-BB

Engine automation
3.8 Engine-located measuring and control devices
Exemplary list for project planning

Engine type: L48/60B
No. Measuring Description Function Measuring Location Connected

point range to
engine speed, turbocharger speed
1. 1SE1004 speed pickup - 0-2667 Hz/ turbo- control mod-

turbocharger speed 0-20000 rpm charger ule/safety
2. 1SE1005 speed pickup camshaft speed and 0-600 rpm camshaft control mod-
engine speed position input for CR 0-290 Hz drive wheel ule/alarm
3. 2SE1005 speed pickup camshaft speed and 0-600 rpm camshaft control mod-
engine speed position input CR 0-290 Hz drive wheel ule/ safety
start and stop of engine
4. 1SV1010 actuator speed and load govern- engine auxiliary cab-

engine fuel admission ing inet
5. 1PS1011 pressure switch feedback start valve engine control mod-

start air pressure open ule /alarm
6. 1SSV1011 solenoid valve engine actuated during engine - engine control mod-
start start ule /alarm
7. 1HZ1012 push button local emer- emergency stop from - local oper- control mod-
gency stop local operating panel ating panel ule /safety
8. 1SZV1012 solenoid valve manual and auto emer- - engine control mod-
gency shutdown ule /safety
9. 1PS1012 presure switch feedback emergency - engine control mod-

emergency stop air stop, startblocking ule /safety
active
10. 2GT1022 inductive position sen- release of engine opera- 0-30° rotation/ engine control mod-
sor for fuel admission ton dependant alarms 0-110% fuel ule /safety
and engine control adm.
variable injection timing
11. 1GOS1028 limit switch feedback VVT part load - engine control mod-
early ignition position reached ule /alarm
12. 2GOS1028 limit switch feedback VVT full load - engine control mod-
late ignition position reached ule /alarm
0308-0000MD2.fm
13. 1PS1028 pressure switch release VIT-motor at suf- - engine control mod-
oil pressure VIT brake ficient pressure ule /alarm
Table 3-4 Engine-located Measuring and Control Devices (1 of 7)
L-BA 48/60B Page 3 - 23

Engine automation

point range to
14. 2PS1028 pressure switch release VIT-motor at suf- - engine control mod-
oil pressure VIT brake ficient pressure ule /alarm
15. 1UV1028 solenoid valve energise valve means - engine control mod-
VIT adjustment remove hydraulic brake ule /alarm
for VIT-adjustment
16. 2UV1028 solenoid valve energise valve means - engine control mod-
VIT adjustment remove hydraulic brake ule /alarm
for VIT-adjustment
charge air bypass
17. 1XSV1030 solenoid valvecharge air open at partload or low - engine control mod-
blow off speed ule /alarm
charge air blow-off
18. 1XSV1031 solenoid valvecharge air charge air blow off at - engine control mod-
bypass flap low suction air tempera- ule /alarm
ture
main bearings
19. xTE1064 temp sensors - - - -

main bearings
xTE1064-1 element 1 of xTE1064 monitoring, alarm 0 – 120 °C engine control mod-

ule /alarm
xTE1064-2 element 2 of xTE1064 monitoring, load reduc- 0 – 120 °C engine control mod-
tion ule /alarm
turning gear
20. 1SSV1070 pneumatic valve start blocking while - turning control mod-
turning gear engaged gear ule /alarm
21. 1GOS1070 limit switch indication and start - engine control mod-
turning gear engaged blocking ule /alarm
slow turn
22. 1SSV1075 solenoid valve M329 for turning engine with - engine control mod-
slow turn reduced start air pres- ule /alarm
sure
23. 2SSV1075 solenoid valve M371/2 turning engine with - engine control mod-
for slow turn reduced start air pres- ule /alarm
sure

0308-0000MD2.fm
Page 3 - 24 48/60B L-BA

Engine automation

point range to
jet assist
24. 1SSV1080 solenoid valve for jet turbocharger accelera- - engine control mod-
assist tion by jet assist ule /alarm
lube oil system
25. 1PT2170 pressure transmitter monitoring, alarm 0 – 10 bar engine control mod-
lube oil pressure engine ule /alarm
inlet
26. 2PT2170 pressure transmitter monitoring, auto shut- 0 – 10 bar engine control mod-
lube oil pressure engine down ule /safety
inlet
27. 1TE2170 temp sensor - - - -

lube oil temp engine
inlet
1TE2170-1 element 1 of 1TE2170 monitoring, alarm 0 – 120 °C engine control mod-

ule /alarm
1TE2170-2 element 2 of 1TE2170 monitoring, load reduc- 0 – 120 °C engine control mod-
tion ule /safety
28. 1EM2470A/ electric motor cylinder lubrication line - engine interface

B1) cylinder lubrication line A/B cabinet
A/B
29. 1FE2470A/B limit switch function control of cylin- 0.1 – 1 Hz engine control mod-
1)
cylinder lubricator line der lubricator line A/B ule /alarm
A/B
30. 1PT2570 pressure transmitter monitoring alarm 0 – 6 bar engine control mod-
lube oil pressure turbo- ule /alarm
charger inlet
31. 2PT2570 pressure transmitter monitoring, engine pro- 0 – 6 bar engine control mod-
lube oil pressure turbo- tection ule /safety
charger inlet
32. 1TE2580 temp sensor - - - -

lube oil temp turbo-
charger drain
1TE2580-1 element 1 of 1TE2580 monitoring alarm 0 – 120 °C engine control mod-

ule /alarm
1TE2580-2 element 2 of 1TE2580 monitoring, auto shut- 0 – 120 °C engine control mod-
down ule /safety
oil mist detection
33. 1QTIA2870 oil mist detector oil mist supervision - engine -

0308-0000MD2.fm
L-BA 48/60B Page 3 - 25

Engine automation

point range to
splash oil
34. xTE2880 temp sensors - - - -

splash oil temp rod
bearings
xTE2880-1 element 1 of xTE2880 monitoring,alarm 0 – 120 °C engine control mod-

ule /alarm
xTE2880-2 element 2 of xTE2880 monitoring, load reduc- 0 – 120 °C engine control mod-
tion ule /safety
cooling water systems
35. 1TE3168 temp sensor HT-water for EDS visualisation 0 – 120 °C engine -
temp charge air cooler and control of pre-
inlet heater valve
36. 1PT3170 pressure transmitter HT- alarm at low pressure 0 – 6 bar local oper- control mod-
cooling water pres-sure ating panel ule /alarm
engine inlet
37. 2PT3170 pressure transmitter HT- detection of low cooling 0 – 6 bar local oper- control mod-
cooling water pres-sure water pressure ating panel ule /safety
engine inlet
38. 1TE3170 temp sensor HT-water alarm, indication 0 – 120 °C engine -

temp engine inlet
39. 1TE3180 temp sensor - - - -

HT-water temp engine
outlet

ule /alarm
tion / auto shutdown ule /safety
40. 1PT3470 pressure transmitter alarm at low cooling 0 – 10 bar local oper- control mod-
nozzle cooling water water pressure ating panel ule /alarm
pressure engine inlet
41. 2PT3470 pressure transmitter alarm at low cooling 0 – 10 bar local oper- control mod-
nozzle cooling water water pressure ating panel ule /safety
pressure engine inlet
42. 1TE3470 temp sensor alarm at high cooling 0 – 120 °C engine -

nozzle cooling water water temp
temp engine inlet
43. 1PT4170 pressure transmitter LT- alarm at low cooling 0 – 6 bar local oper- control mod-
water pressure charge water pressure ating panel ule /alarm
0308-0000MD2.fm
air cooler inlet
Page 3 - 26 48/60B L-BA

Engine automation

point range to
44. 2PT4170 pressure transmitter LT- alarm at low cooling 0 – 6 bar local oper- control mod-
water pressure charge water pressure ating panel ule /alarm
air cooler inlet
45. 1TE4170 temp sensor alarm, indication 0 – 120 °C LT-pipe -

LT-water temp charge charge air
air cooler inlet cooler inlet
of engine
fuel system
46. 1PT5070 pressure transmitter remote indication and 0 – 16 bar engine control mod-
fuel pressure engine alarm ule /alarm
inlet
47. 2PT5070 pressure transmitter remote indication and 0 – 16 bar engine control mod-
fuel pressure engine alarm ule /safety
inlet
48. 1TE5070 temp sensor alarm at high temp in 0 – 200 °C engine -

fuel temp engine inlet MDO-mode and for
EDS use
49. 1LS5076 level switch high pressure fuel - engine control mod-
high pressure fuel sys- system leakage detec- ule /alarm
tem leakage tion
50. 1LS5080 level switch fuel leakage detection - engine control mod-
pump and nozzle leak- ule /alarm
age
dirty oil leakage pump pump bank CS ule /alarm
bank CS
dirty oil leakage pump pump bank CCS ule /alarm
bank CCS
charge air system
53. 1PT6100 pressure transmitter for EDS visualisation -20...+20 mbar tc- control mod-
intake air pressure silencer ule /alarm
between
filter and
silencer
54. 1TE6100 temp sensor temp input for charge 0 – 120 °C intake air -
intake air temp air blow-off and EDS duct of
visualisation engine
55. 1TE6170 temp sensor for EDS visualisation 0 – 300 °C engine -

charge air temp charge
0308-0000MD2.fm
air cooler A/B inlet
L-BA 48/60B Page 3 - 27

Engine automation

point range to
56. 1PT6180 pressure transmitter engine control 0 – 6 bar engine control mod-
charge air pressure ule /alarm
before cylinders row
A/B
57. 2PT6180 pressure transmitter for EDS visualisation 0 – 4 bar engine control mod-
charge air pressure ule /alarm
before cylinders
58. 1TE6180 temp sensor alarm at high temp 0 – 120 °C engine -

charge air temp after
charge air cooler
59. 1PT6182 pressure transmitter monitoring of cooling air 0 – 4 bar engine control mod-
cooling air pressure tc flow for turbine disc ule /alarm
inlet cooling
exhaust gas system
60. 1XSV6570 solenoid valve for waste exhaust gas blow off - engine control mod-
gate when tc-speed high ule /alarm
61. xTE6570A/B double thermocouples - - - -

1)
exhaust gas temp cylin-
ders x A/B
xTE6570A/B element 1 of monitoring, alarm 0 – 800 °C engine control mod-

-1 xTE6570A/B ule /alarm
xTE6570A/B element 2 of monitoring, load reduc- 0 – 800 °C engine control mod-

-2 xTE6570A/B tion ule /safety
62. 1TE6575 double thermocouple - - - -

exhaust gas temp
before turbocharger

ule /alarm
tion ule /safety
63. 1TE6580A/B double thermocouple - - - -

1)
exhaust gas temp
before turbocharger
1TE6580A/B element 1 of indication 0 – 800 °C engine control mod-

-1 1TE6580A/B ule /alarm
1TE6580-2 element 2 of indication 0 – 800 °C engine control mod-

1TE6580A/B ule /safety

0308-0000MD2.fm
Page 3 - 28 48/60B L-BA

Engine automation

point range to
control air, start air, stop air
64. 1PT7170 pressure transmitter engine control, remote 0 – 40 bar engine control mod-
starting air pressure indication ule /alarm
65. 2PT7170 pressure transmitter engine control, remote 0 – 40 bar engine control mod-
starting air pressure indication ule /safety
66. 1PT7180 pressure transmitter alarm at low air pressure 0 – 40 bar engine control mod-
emergency stop air ule /alarm
pressure
67. 2PT7180 pressure transmitter alarm at low air pressure 0 – 40 bar engine control mod-
emergency stop air ule /safety
pressure
68. 1PT7400 pressure transmitter remote indication 0 – 10 bar engine control mod-
control air pressure ule /alarm
69. 2PT7400 pressure transmitter remote indication 0 – 10 bar engine control mod-
control air pressure ule /safety

1) A-sensors: all engines; B-sensors: V-engines only.
0308-0000MD2.fm
L-BA 48/60B Page 3 - 29

Engine automation
0308-0000MD2.fm
Page 3 - 30 48/60B L-BA

======
4 Specification for engine supplies

Page 4 - 1
Page 4 - 2
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4.1.1 Lubricating oil
4.1 Explanatory notes for operating supplies
Temperatures and pressures stated in "Section:

Planning data for emission standard IMO Tier II" must be
considered.
4.1.1 Lubricating oil

Selection of the lubricating oil must be in accord-
ance with the relevant chapters.
The lubricating oil must always match the worst
fuel oil quality. A base number (BN) that is too low
is critical.
A base number that is too high is, however, not
optimum (costs, sedimentation), but is not consid-
ered critical.
If, alongside operation using heavy fuel, it is in-
tended to operate for a longer continuous period
using low-sulphur fuel, a second lubricating oil
tank should be provided which is then topped up
with the correct BN in each case in order to attain
an optimum mixing range.
4.1.2 Operation with liquid fuel

The engine is designed for operation with HFO, two week period (cumulative with distribution
MDO and MGO in the qualities quoted in the rele- as required)
vant chapters.
• Fuel oil cooler switched on and fuel oil temper-
The following notes concerning this must always be ature before engine  45 °C
observed:
B) Long-term (> 72h) or continuous operation
Engine operation with DMA-grade fuel (MGO), viscos- For long-term (> 72h) or continuous operation with
ity  2 cst at 40 °C DMA-grade fuel (MGO), viscosity  2 cst at 40 °C,
special engine- and plant-related planning prereq-
A) Short-term operation, max. 72 hours
uisites must be set and special actions are neces-
Engines that are normally operated with heavy fu- sary during operation.
el, can also be operated with marine gas oil (MGO,
Following features are required on engine side:
in accordance with ISO 8217-F-DMA) for short
periods. • Inlet valve lubrication with possibility to be
turned off and on manually
Boundary conditions:
• In case of conventional injection system, injec-
• Fuel in accordance with ISO 8217-F-DMA and
tion pumps with sealing oil system, which can
0203-0000MA2.fm
a viscosity of  2 cSt at 40 °C
be activated and cut off manually, are neces-
• MGO-operation maximum 72 hours within a sary
J-BB 32/40, 48/60B, 48/60CR, 58/64 Page 4 - 3

Specification for engine supplies
4.1.3 Engine cooling water
Following features are required on plant side: • Lube oil for diesel operation (BN10-BN16) has
to be used
• Layout of fuel system to be adapted for low-vis-
cosity fuel (capacity and design of fuel supply
Operation with heavy fuel oil of a sulphur content of
and booster pump)
< 1.5 %
• Cooler layout in fuel system for a fuel oil tem-
Previous experience with stationary engines using
perature before engine of  45 °C
heavy fuel of a sulphur content of < 1 % or even
• Nozzle cooling system with possibility to be 0.2 % does not show any restriction in the utilisa-
turned off and on during engine operation tion of these fuels, provided that the combustion
properties are not affected negatively.
Boundary conditions for operation:
This may well change if in the future new methods
• Fuel in accordance with ISO 8217-F-DMA and
are developed to produce low sulphur-containing
a viscosity of  2 cSt at 40 °C
heavy fuels.
• Fuel oil cooler activated and fuel oil temperature
If it is intended to run continuously with low sul-
before engine 45 °C
phur-containing heavy fuel, lube oil with a low BN
• Inlet valve lubrication turned on (BN30) has to be used. This is needed, in spite of
• In case of conventional injection system, seal- experiences that engines has been proven to be
ing oil of injection pumps activated very robust regard to the continuous usage of the
standard lubrication oil (BN40) for this purpose.
• Nozzle cooling system switched off
Continuous operation with DMA-grade fuel
(MGO):
4.1.3 Engine cooling water

The quality of the engine cooling water required in
relevant section has to be ensured.
4.1.4 Intake air

The quality of the intake air as stated in the rele-
vant sections has to be ensured.
0203-0000MA2.fm
Page 4 - 4 32/40, 48/60B, 48/60CR, 58/64 J-BB

4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil,
diesel oil (MGO/MDO) and biofuels
General Only lubricating oils that have been approved by

MAN Diesel & Turbo may be used (see "Table 4-3:
The specific output achieved by modern diesel en-
Lubricating oils approved for use in MAN Diesel & Turbo
gines combined with the use of fuels that satisfy
four-stroke diesel engines that run on gas oil and diesel
the quality requirements more and more frequently
fuel").
increase the demands on the performance of the
lubricating oil which must therefore be carefully se-
Specifications
lected.
Base oil
Doped lubricating oils (HD oils) have a proven
track record as lubricants for the drive, cylinder, The base oil (doped lubricating oil = base oil + ad-
turbocharger and cooling the piston. Doped lubri- ditives) must have a narrow distillation range and
cating oils contain additives that, among other be refined using modern methods. If it contains
things, ensure dirt holding capability, clean the en- paraffins, they must not impair the thermal stability
gine and the neutralise the acidic products of or oxidation stability.
combustion. The base oil must comply with the following limit
values, particularly in terms of its resistance to
ageing.
Properties/characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still °C ASTM D 2500 –15

flowable
Flash point (Cleveland) ASTM D 92 > 200
Ash content (oxide ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Con- ASTM D 189 < 0.50

radson)
Ageing tendency following 100 - MAN ageing oven1) -

hours of heating up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2

or DIN 51592
Evaporation loss - < 2
Spot test (filter paper) - MAN Diesel & Precipitation of resins or asphalt-like age-
Turbo test ing products must not be identifiable.
Table 4-1 Base oils – Target values

1)
Works' own method.
0401-0000MAcr2.fm
E-BB Page 4 - 5
Doped lubricating oils (HD oils) Additional requirements

The base oil to which the additives have been add- The lubricating oil must not contain viscosity index
ed (doped lubricating oil) must have the following improver. Fresh oil must not contain water or other
properties: contaminants.
Additives Lube oil selection

The additives must be dissolved in the oil and their
composition must ensure that as little ash as pos- Engine SAE class
sible remains following combustion. 16/24, 21/31, 27/38, 28/32S, 32/40, 40
The ash must be soft. If this prerequisite is not 32/44, 40/54, 48/60, 58/64, 51/60DF
met, it is likely the rate of deposition in the com- Table 4-2 Viscosity (SAE class) of lubricating oils
bustion chamber will be higher, particularly at the
exhaust valves and at the turbocharger inlet cas- Doped oil quality
ing. Hard additive ash promotes pitting of the valve We recommend doped lubricating oils (HD oils)
seats and causes the valves to burn out, it also in- according to international specifications MIL-L
creases mechanical wear of the cylinder liners. 2104 or API-CD with a base number of BN
Additives must not increase the rate at which the 10 – 16 mg KOH/g. Military specification O-278
filter elements in the active or used condition are lubricating oils can be used.
blocked. The operating conditions of the engine and the
quality of the fuel determine which additive frac-
Washing ability tions the lubricating oil contains. If marine diesel oil
The washing ability must be high enough to pre- with a sulphur content of up to 2.0 % by weight
vent the accumulation of tar and coke residue as according to ISO-F-DMC and coke residues of up
a result of fuel combustion. to 2.5 % by weight is used, you should choose a
base number of roughly 20. However, the operat-
Dispersibility ing results that ensure the most efficient engine
operation ultimately decide the additive content.
The selected dispersibility must be such that com-
mercially-available lubricating oil cleaning systems Cylinder lubricating oil
can remove harmful contaminants from the oil
In engines with separate cylinder lubrication, the
used, i. e. the oil must possess good filtering prop-
pistons and cylinder liners are supplied with lubri-
erties and separability.
cating oil via a separate lubricating oil pump. The
quantity of lubricating oil is set at the factory ac-
Neutralisation capability
cording to the quality of the fuel to be used and the
The neutralisation capability (ASTM D2896) must anticipated operating conditions.
be high enough to neutralise the acidic products
Use a lubricating oil for the cylinder and lubricating
produced during combustion. The reaction time of
circuit as specified above.
the additive must be harmonised with the process
in the combustion chamber. Speed controller
Multigrade oil 5W40 should ideally be used in me-
Evaporation tendency
chanical-hydraulic controllers with a separate oil
The evaporation tendency must be as low as pos- sump. If this oil is not available when filling, 15W40
sible as otherwise the oil consumption will be ad- oil can be used instead in exceptional cases. In
0401-0000MAcr2.fm
versely affected. this case, it makes no difference whether synthetic

or mineral-based oils are used.
The military specification for these oils is O-236.
Page 4 - 6 E-BB
Experience with the L27/38 engine has shown Temporary operation with gas oil
that the operating temperature of the Woodward
Due to current and future emission regulations,
controller OG10MAS and corresponding actuator
heavy fuel oil cannot be used in designated re-
for UG723+ can be higher than 93 °C. In these
gions. Low-sulphur diesel fuel must be used in
cases we recommend using a synthetic oil such as
these regions instead.
Castrol Alphasyn HG150. Engines supplied after
March 2005 are already filled with this oil. If the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which is
Lubricating oil additives
suitable for HFO operation (BN 30 – 55 mg
The use of other additives with the lubricating oil, KOH/g) can be used during this period.
or the mixing of different brands (oils by different
If the engine is operated provisionally with low-sul-
manufacturers), is not permitted as this may impair
phur diesel fuel for more than 1000 h and is sub-
the performance of the existing additives which
sequently operated once again with HFO, a
have been carefully harmonised with each another
lubricating oil with a BN of 20 must be used. If the
and also specifically tailored to the base oil.
BN 20 lubricating oil by the same manufacturer as
Selection of lubricating oils/warranty the lubricating oil used for HFO operation with
higher BN (40 or 50), an oil change will not be re-
The majority of mineral oil companies are in close
quired when effecting the changeover. It will be
regular contact with engine manufacturers and
sufficient to use BN 20 oil when replenishing the
can therefore provide information on which oil in
used lubricating oil.
their specific product range has been approved by
the engine manufacturer for the particular applica- If you wish to operate the engine with HFO once
tion. Irrespective of the above, lubricating oil man- again, it will be necessary to change over in good
ufacturers are liable in any case for the quality and time to a lubricating oil with a higher BN (30 – 55).
characteristics of their products. If you have any If the lubricating oil with higher BN is by the same
questions, we will be happy to provide you with manufacturer as the BN 20 lubricating oil, the
further information. changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
Oil during operation BN (30 – 55) must be used to replenish the used
There are no prescribed oil change intervals for lubricating oil roughly 2 weeks prior to resuming
MAN Diesel & Turbo medium speed engines. The HFO operation.
oil properties must be regularly analysed. The oil
Test
can be used for as long as the oil properties re-
main within the defined limit values (see "Table 4-4: We can analyse heavy fuel oil for customers at our
Limit values for used lubricating oil"). An oil sample laboratory. A 0.5 l sample is required for the test.
must be analysed every 1 – 3 months (see mainte-
Improper handling of fuels
nance schedule). An oil sample must be analysed
every 1 – 3 months (see maintenance schedule). If fuels are improperly handled, this can pose a
The quality of the oil can only be maintained if it is danger to health, safety and the environment. The
cleaned using suitable equipment (e. g. a separa- relevant safety information by the fuel supplier
tor or filter). must be observed.
0401-0000MAcr2.fm
E-BB Page 4 - 7
Approved lubricating oils SAE 40
Manufacturer Base number

10 – 161) [mgKOH/g]
AGIP Cladium 120-SAE 40
Sigma S SAE 402)
BP Energol DS 3-154
CASTROL Castrol MLC 40

Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40

(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP 40
EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHC
Mobilgard ADL 402)
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius FB402)
Sirius/Rimula X402)
STATOIL MarWay 1540

MarWay 1040
TOTAL LUBMARINE Disola M4015
Table 4-3 Lubricating oils approved for use in MAN

Diesel & Turbo four-stroke diesel engines that
run on gas oil and diesel fuel
1) If marine diesel oil with a low quality (ISO-F-DMC) is used,
a base number (BN) of roughly 20 should be used.
2) With a sulphur content of less than 1 %.
Note!
MAN Diesel & Turbo SE does not assume lia-
bility for problems that occur when using these
oils.
0401-0000MAcr2.fm
Page 4 - 8 E-BB
Limit value Method
Viscosity at 40 °C 110 – 220 mm2/s ISO 3104 or ASTM D445
Base number (BN) min. 50 % of fresh oil ISO 3771
Flash Point (PM) min. 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for a brief periods) ISO 3733 or ASTM D 1744
n-heptan insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operating conditions -
Guide value only

Fe max. 50 ppm -
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with max. 12% FT-IR

biofuels:
biofuel fraction
Table 4-4 Limit values for used lubricating oil

0401-0000MAcr2.fm
E-BB Page 4 - 9
0401-0000MAcr2.fm
Page 4 - 10 E-BB
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
4.3 Specification for lubricating oil (SAE 40) for operation on heavy
fuel oil (HFO)
General Only lubricating oils that have been approved by

MAN Diesel & Turbo may be used (see "Table 4-9:
The specific output achieved by modern diesel en-
Approved lubricating oils for heavy fuel oil-operated MAN
gines combined with the use of fuels that satisfy
Diesel & Turbo four-stroke engines").
the quality requirements more and more frequently
increase the demands on the performance of the
Specifications
lubricating oil which must therefore be carefully se-
lected. Base oil
Medium alkalinity lubricating oils have a proven The base oil (doped lubricating oil = base oil + ad-
track record as lubricants for the moving parts and ditives) must have a narrow distillation range and
turbocharger cylinder and for cooling the pistons. be refined using modern methods. If it contains
Lubricating oils of medium alkalinity contain addi- paraffins, they must not impair the thermal stability
tives that, in addition to other properties, ensure a or oxidation stability.
higher neutralisation reserve than with fully doped The base oil must comply with the limit values (see
engine oils (HD oils). "Table 4-5: Base oils – Target values"), particularly in
International specifications do not exist for medi- terms of its resistance to ageing.
um alkalinity lubricating oils. A test operation is
therefore necessary for a corresponding period in
accordance with the manufacturer's instructions.
Properties/characteristics Unit Test method Limit values
Make-up - - Ideally paraffin based
Low-temperature behaviour, still °C ASTM D 2500 –15

flowable
Flash point (Cleveland) ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Con- ASTM D 189 < 0.50

radson)
Ageing tendency following 100 - MAN ageing -

hours of heating up to 135 °C oven1)
Insoluble n-heptane Weight % ASTM D 4055 or < 0.2

DIN 51592
Evaporation loss - <2
Spot test (filter paper) - MAN Diesel & Precipitation of resins or asphalt-like ageing
Turbo test products must not be identifiable.
Table 4-5 Base oils – Target values

1)
Works' own method.
0401-0000AA2.fm
E-BB Page 4 - 11
Medium alkalinity lubricating oil Evaporation tendency

The prepared oil (base oil with additives) must The evaporation tendency must be as low as pos-
have the following properties: sible as otherwise the oil consumption will be ad-
versely affected.
Additives
Additional requirements
The additives must be dissolved in the oil and their
composition must ensure that as little ash as pos- The lubricating oil must not contain viscosity index
sible is left over, even if the engine is provisionally improver. Fresh oil must not contain water or other
operated with distillate oil. contaminants.
The ash must be soft. If this prerequisite is not
Lube oil selection
met, it is likely the rate of deposition in the com-
bustion chamber will be higher, particularly at the
exhaust valves and at the turbocharger inlet cas- Engine SAE
class
ing. Hard additive ash promotes pitting of the valve
seats and causes the valves to burn out, it also in- 16/24, 21/31, 27/38, 28/32S, 32/40, 40
creases mechanical wear of the cylinder liners. 32/44, 40/54, 48/60, 58/64, 51/60DF
Additives must not increase the rate at which the Table 4-6 Viscosity (SAE class) of lubricating oils
filter elements in the active or used condition are
blocked. Neutralisation properties (BN)
Lubricating oils with medium alkalinity and a range
Washing ability of neutralisation capabilities (BN) are available on
The washing ability must be high enough to pre- the market. According to current knowledge, a re-
vent the accumulation of tar and coke residue as lationship can be established between the antici-
a result of fuel combustion. The lubricating oil must pated operating conditions and the BN number
not absorb the deposits produced by the fuel. (see "Table 4-7: Base number to be used for various op-
erating conditions"). However, the operating results
Dispersibility are still the overriding factor in determining which
BN number produces the most efficient engine
The selected dispersibility must be such that com- operation.
mercially-available lubricating oil cleaning systems
can remove harmful contaminants from the oil
used, i. e. the oil must possess good filtering prop-
erties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896) must
be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
For tips on selecting the base number see "Table
4-7: Base number to be used for various operating condi-
tions".
0401-0000AA2.fm
Page 4 - 12 E-BB
Approx. BN of fresh Engines/Operating conditions

oil (mg KOH/g oil)
20 Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur content of
less than 0.5 %.
30 Generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation only with sulphur content < 1.5 %.
40 With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where correspond-
ing requirements in relation to the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient
with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Table 4-7 Base number to be used for various operating conditions
Operation with low-sulphur fuel oil can be used instead in exceptional cases. In
this case, it makes no difference whether synthetic
To comply with the emissions regulations, the sul-
or mineral-based oils are used.
phur content of fuels used nowadays varies. Fuels
with a low-sulphur content must be used in envi- The military specification for these oils is O-236.
ronmentally-sensitive areas (SECA). Fuels with a
Lubricating oil additives
high sulphur content may be used outside SECA
zones. In this case, the BN number of the lubricat- The use of other additives with the lubricating oil,
ing oil selected must satisfy the requirements for or the mixing of different brands (oils by different
operation using fuel with a high-sulphur content. A manufacturers), is not permitted as this may impair
lubricating oil with low BN number may only be se- the performance of the existing additives which
lected if fuel with a low-sulphur content is used ex- have been carefully harmonised with each another
clusively during operation. and also specifically tailored to the base oil.
However, the results obtained in practise that Selection of lubricating oils/warranty
demonstrate the most efficient engine operation The majority of mineral oil companies are in close
are the factor that ultimately decides which addi- regular contact with engine manufacturers and
tive fraction is permitted. can therefore provide information on which oil in
Cylinder lubricating oil their specific product range has been approved by
the engine manufacturer for the particular applica-
In engines with separate cylinder lubrication, the
tion. Irrespective of the above, lubricating oil man-
pistons and cylinder liners are supplied with lubri-
ufacturers are liable in any case for the quality and
cating oil via a separate lubricating oil pump. The
characteristics of their products. If you have any
quantity of lubricating oil is set at the factory ac-
questions, we will be happy to provide you with
cording to the quality of the fuel to be used and the
further information.
anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating Oil during operation
circuit as specified above. There are no prescribed oil change intervals for
Speed controller MAN Diesel & Turbo medium speed engines. The
oil properties must be regularly analysed. The oil
0401-0000AA2.fm
Multigrade oil 5W40 should ideally be used in me-

can be used for as long as the oil properties re-
chanical-hydraulic controllers with a separate oil
main within the defined limit values (see "Table 4-8:
sump. If this oil is not available when filling, 15W40
E-BB Page 4 - 13
Limit values for used lubricating oil"). An oil sample sequently operated once again with HFO, a
must be analysed every 1 – 3 months (see mainte- lubricating oil with a BN of 20 must be used. If the
nance schedule). An oil sample must be analysed BN 20 lubricating oil by the same manufacturer as
every 1 – 3 months (see maintenance schedule). the lubricating oil used for HFO operation with
The quality of the oil can only be maintained if it is higher BN (40 or 50), an oil change will not be re-
cleaned using suitable equipment (e.g. a separator quired when effecting the changeover. It will be
or filter). sufficient to use BN 20 oil when replenishing the
used lubricating oil.
Temporary operation with gas oil
If you wish to operate the engine with HFO once
Due to current and future emission regulations,
again, it will be necessary to change over in good
heavy fuel oil cannot be used in designated re-
time to a lubricating oil with a higher BN (30 – 55).
gions. Low-sulphur diesel fuel must be used in
If the lubricating oil with higher BN is by the same
these regions instead.
manufacturer as the BN 20 lubricating oil, the
If the engine is operated with low-sulphur diesel changeover can also be effected without an oil
fuel for less than 1,000 h, a lubricating oil which is change. In doing so, the lubricating oil with higher
suitable for HFO operation (BN 30 – 55 mg BN (30 – 55) must be used to replenish the used
KOH/g) can be used during this period. lubricating oil roughly 2 weeks prior to resuming
If the engine is operated provisionally with low-sul- HFO operation.
phur diesel fuel for more than 1,000 h and is sub-
Limit value Method
Viscosity at 40 °C 110 – 220 mm2/s ISO 3104 or ASTM D 445
Base number (BN) min. 50 % of fresh oil ISO 3771
Flash Point (PM) min. 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief periods) ISO 3733 or ASTM D 1744
n-heptan insoluble max. 1.5 % DIN 51592 or IP 316
Metal content Dependent on engine type and operating con- -

dition
Only for guidance -

Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4-8 Limit values for used lubricating oil

0401-0000AA2.fm
Page 4 - 14 E-BB
Tests
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test.
Manufacturer Base number [mgKOH/g]
20 30 40 50
AGIP - Cladium 300 Cladium 400 -
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40

(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL - Mobilgard M430 Mobilgard M440 Mobilgard M50

Exxmar 30 TP 40 Exxmar 40 TP 40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 -
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 -
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40

Argina XX 40
TOTAL LUBMARINE - Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
Note!
MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils.
Table 4-9 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines
0401-0000AA2.fm
E-BB Page 4 - 15
0401-0000AA2.fm
Page 4 - 16 E-BB
4.4 Specification for gas oil/diesel oil (MGO)
Diesel oil
Other designations
Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and must
therefore not contain any residual materials.
Military specification
Diesel oils that satisfy specification F-75 or F-76
may be used.
Specification
The suitability of the fuel depends on whether it
has the properties defined in this specification
(based on its composition in the as-delivered
state).
The DIN EN 590 and ISO 8217-2010 (Class DMA
or Class DMZ) and standards have been exten-
sively used as the basis when defining these prop-
erties. The properties correspond to the test
procedures stated.
Properties Unit Test procedure Typical value

3
Density at 15 °C kg/m ISO 3675  820.0
 890.0
Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 2

 6.0
Filterability1) °C DIN EN 116

in summer and 0
in winter  –12
Flash point in closed cup ISO 2719  60
Sediment content (extraction method) weight % ISO 3735  0.01
Water content volume % ISO 3733  0.05
Sulphur content weight % ISO 8754  1.5
Ash ISO 6245  0.01
Coke residue (MCR) ISO CD 10370  0.10
Hydrogen sulphide mg/kg IP 570 <2

0409-0000AA2.fm
Table 4-3 Diesel fuel (MGO) – Properties that must be complied with (1 of 2)
E-BB Page 4 - 11
Properties Unit Test procedure Typical value
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity m ISO 12156-1 < 520

(wear scar diameter)
Cetane number or cetane index - ISO 5165  40
Copper strip test - ISO 2160 1
Other specifications:
British Standard BS MA 100-1987 - - M1
ASTM D 975 - - 1D/2D
Table 4-3 Diesel fuel (MGO) – Properties that must be complied with (2 of 2)
1) The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud
point in accordance with ISO 3015.
Additional information bricity as specified in ISO 12156-1 does not ex-

ceed 520 μm.
Use of diesel oil
You can ensure that these conditions will be met
If distillate intended for use as heating oil is used
by using motor vehicle diesel fuel in accordance
with stationary engines instead of diesel oil (EL
with EN 590 as this characteristic value is an inte-
heating oil according to DIN 51603 or Fuel no. 1 or
gral part of the specification.
no. 2 according to ASTM D 396), the ignition be-
haviour, stability and behaviour at low tempera-
tures must be ensured; in other words the
requirements for the filterability and cetane If fuels are improperly handled, this can pose a
number must be satisfied. danger to health, safety and the environment. The
relevant safety information by the fuel supplier
Viscosity
must be observed.
To ensure sufficient lubrication, a minimum viscos-
ity must be ensured at the fuel delivery pump. The Analyses
maximum temperature required to ensure that a We can analyse fuel for customers at our laborato-
viscosity of more than 1.9 mm2/s is maintained ry. A 0.5 l sample is required for the test.
upstream of the fuel delivery pump depends on
the viscosity of the fuel. In any case the tempera-
ture of the fuel upstream of the injection pump
must not exceed 45 °C.
Lubricity
The lubricity of diesel fuel is normally sufficient. The
desulphurisation of diesel fuels can reduce their lu-
bricity. If the sulphur content is extremely low
(< 500 ppm or 0.05 %), the lubricity may no longer
0409-0000AA2.fm
be sufficient. Before using diesel fuels with low sul-

phur content, you should therefore ensure that
their lubricity is sufficient. This is the case if the lu-
Page 4 - 12 E-BB
4.5 Specification for biofuel
Biofuel Non-transesterificated biofuels must comply with

the specifications listed in "Table 4-11: Non-transes-
Other designations
terified biofuel – Specifications".
Biodiesel, FAME, vegetable oil, rapeseed oil, palm
These specifications are based on experience to
oil, frying fat
date. As this experience is limited, these must be
Origin regarded as recommended specifications that can
Biofuel is derived from oil plants or old cooking oil. be adapted if necessary. If future experience
shows that these specifications are too strict, or
Provision not strict enough, they can be modified according-
ly to ensure safe and reliable operation.
Transesterified and non-transesterified vegetable
oils can be used. When operating with biofuels, a lubricating oil that
would also be suitable for operation with diesel oil
Transesterified biofuels (biodiesel, FAME) must (see "Section: Specification of engine supplies –
comply with the standard EN 14214. Specification for lubricating oil (SAE 40) for operation with
marine gas oil, diesel oil (MGO/MDO) and biofuels" ) must
be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 – 930 kg/m3 DIN EN ISO 3675, EN ISO 12185

Flash point > 60 °C DIN EN 22719
Lower calorific value > 35 MJ/kg (typical: 37 MJ/kg) DIN 51900-3
Viscosity/50 °C < 40 cSt (corresponds to DIN EN ISO 3104
viscosity)/40 °C < 60 cSt
Cetane number > 40 FIA
Coke residue < 0.4 % DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D 3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01 % DIN EN ISO 6245
Water content < 0.5 % EN ISO 12537
Lodine number < 125 g/100 g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660
Filtrability < 10 °C below the lowest tempera- EN 116
ture in the fuel system
Table 4-11 Non-transesterified biofuel – Specifications

0414-0000AA2.fm
L-BA Page 4 - 19

If fuels are improperly handled, this can pose a
danger to health, safety and the environment. The
relevant safety information by the fuel supplier
must be observed.
Analyses
We can analyse fuel for customers at our laborato-
ry. A 0.5 l sample is required for the test.
0414-0000AA2.fm
Page 4 - 20 L-BA
4.6 Specification for diesel oil (MDO)
Marine diesel oil Specification

Other designations The suitability of fuel depends on the design of the
engine and the available cleaning options, as well
Marine diesel oil, marine diesel fuel
as compliance with the properties in the following
Origin table that refer to the as-delivered condition of the
Marine diesel oil (MDO) is supplied as heavy distil- fuel.
late (designation ISO-F-DMB) exclusively for ma- The properties are essentially defined using the
rine applications. MDO is manufactured from ISO 8217-2010 standard as the basis. The prop-
crude oil and must be free of organic acids and erties have been specified using the stated test
non-mineral oil products. procedures.
Properties Unit Test method Designation

ISO-F specification - - DMB
3
Density at 15 °C kg/m ISO 3675 900
Kinematic viscosity at 40 °C mm2/s = cSt ISO 3104 > 2.0
< 11
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) <6
Flash point (Pensky Martens) ISO 2719 > 60
Total sediment content % by weight ISO CD 10307 0.10
Water content % by volume ISO 3733 < 0.3
Sulphur content % by weight ISO 8754 < 2.0
Ash content ISO 6245 < 0.01
Carbon residue (MCR) ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25
Lubricity m ISO 12156-1 < 520
(wear scar diameter)
Copper strip test - ISO 2160 <1
Other specifications:
British Standard BS MA 100-1987 - - Class M2
ASTM D 975 - - 2D
ASTM D 396 - - No. 2
0407-0000AA2.fm
Table 4-5 Marine diesel oil (MDO) – Characteristic values to be adhered to
J-BA Page 4 - 15
Additional information A minimum viscosity must be observed to ensure

sufficient lubrication in the fuel injection pumps.
During transshipment and transfer, MDO is han-
The temperature of the fuel must therefore not ex-
dled in the same manner as residual oil. This
ceed 45 °C.
means that it is possible for the oil to be mixed with
high-viscosity fuel or heavy fuel oil – with the rem- Seawater causes the fuel system to corrode and
nants of these types of fuels in the bunker ship, for also leads to hot corrosion of the exhaust valves
example – that could significantly impair the prop- and turbocharger. Seawater also causes insuffi-
erties of the oil. cient atomisation and therefore poor mixture for-
mation accompanied by a high proportion of
Lubricity
combustion residues.
Normally, the lubricating ability of diesel fuel oil is
Solid foreign matter increase mechanical wear and
sufficient to operate the fuel injection pump. Des-
formation of ash in the cylinder space.
ulphurisation of diesel fuels can reduce their lubric-
ity. If the sulphur content is extremely low We recommend the installation of a separator up-
(< 500 ppm or 0.05 %), the lubricity may no longer stream of the fuel filter. Separation temperature
be sufficient. Before using diesel fuels with low sul- 40 – 50 °C. Most solid particles (sand, rust and
phur content, you should therefore ensure that catalyst particles) and water can be removed, and
their lubricity is sufficient. This is the case if the lu- the cleaning intervals of the filter elements can be
bricity as specified in ISO 12156-1 does not ex- extended considerably.
ceed 520  m.
The fuel must be free of lubricating oil (ULO (used
lubricating oil, old oil)). Fuel is considered as con- If operating fluids are improperly handled, this can
taminated with lubricating oil when the following pose a danger to health, safety and the environ-
concentrations occur: ment. The relevant safety information by the sup-
plier of operating fluids must be observed.
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm
and P > 15 ppm. Analyses
The pour point specifies the temperature at which We can analyse fuel for customers at our laborato-
the oil no longer flows. The lowest temperature of ry. A 0.5 l sample is required for the test.
the fuel in the system should be roughly 10 °C
above the pour point to ensure that the required
pumping characteristics are maintained.
0407-0000AA2.fm
Page 4 - 16 J-BA
4.7 Specification for heavy fuel oil (HFO)
Prerequisites The entries in the last column of "Table 4-6: The fuel
specifications and corresponding characteristics for heavy
MAN four-stroke diesel engines can be operated
fuel oil" provide important background information
with any heavy fuel oil obtained from crude oil that
and must therefore be observed.
also satisfies the requirements in "Table 4-6: The fuel
specifications and corresponding characteristics for heavy Different international specifications exist for heavy
fuel oil" providing the engine and fuel processing fuel oils. The most important specifications are ISO
system have been designed accordingly. To en- 8217-2010 and CIMAC-2003, which are more or
sure that the relationship between the fuel, spare less identical. The ISO 8217 specification is shown
parts and repair/maintenance costs remains fa- in "Figure 4-1: ISO 8217-2010 specification for heavy fuel
vourable at all times, the following points should oil" and "Figure 4-2: ISO 8217-2010 specification for
be observed. heavy fuel oil (continued)". All qualities in these spec-
ifications up to K700 can be used, providing the
Heavy fuel oil (HFO) fuel preparation system has been designed ac-
Origin/Refinery process cordingly. To use any fuels, which do not comply
with these specifications (e.g. crude oil), consulta-
The quality of the heavy fuel oil largely depends on tion with Technical Service of MAN Diesel &
the quality of crude oil and on the refining process Turbo SE in Augsburg is required. Heavy fuel oils
used. This is why the properties of heavy fuel oils with a maximum density of 1,010 kg/m3 may only
with the same viscosity may vary considerably de- be used if up-to-date separators are installed.
pending on the bunker positions. Heavy fuel oil is
normally a mixture of residual oil and distillates. Important
The components of the mixture are normally ob- Even though the fuel properties specified in "Table
tained from modern refinery processes, such as 4-6: The fuel specifications and corresponding character-
Catcracker or Visbreaker. These processes can istics for heavy fuel oil" satisfy the above require-
adversely affect the stability of the fuel as well as ments, they probably do not adequately define the
its ignition and combustion properties. The ignition and combustion properties and the stabil-
processing of the heavy fuel oil and the operating ity of the fuel. This means that the operating be-
result of the engine also depend heavily on these haviour of the engine can depend on properties
factors. that are not defined in the specification. This par-
Bunker positions with standardised heavy fuel oil ticularly applies to the oil property that causes for-
qualities should preferably be used. If oils need to mation of deposits in the combustion chamber,
be purchased from independent dealers, also en- injection system, gas ducts and exhaust gas sys-
sure that these also comply with the international tem. A number of fuels have a tendency towards
specifications. The engine operator is responsible incompatibility with lubricating oil which leads to
for ensuring that suitable heavy fuel oils are cho- deposits being formed in the fuel delivery pump
sen. that can block the pumps. It may therefore be nec-
essary to exclude specific fuels that could cause
Specifications problems.
Fuels intended for use in an engine must satisfy Blends
the specifications to ensure sufficient quality. The
limit values for heavy fuel oils are specified in "Table The addition of engine oils (old lubricating oil,
4-6: The fuel specifications and corresponding character- ULO – used lubricating oil) and additives that are
not manufactured from mineral oils, (coal-tar oil,
0406-0000AA2.fm
istics for heavy fuel oil".

for example), and residual products of chemical or
other processes such as solvents (polymers or
J-BB Page 4 - 17
chemical waste) is not permitted. Some of the rea- experience (and this has also been the experience
sons for this are as follows: abrasive and corrosive of other manufacturers), this can severely damage
effects, unfavourable combustion characteristics, the engine and turbocharger components.
poor compatibility with mineral oils and, last but
The addition of chemical waste products (sol-
not least, adverse effects on the environment. The
vents, for example) to the fuel is prohibited for en-
order for the fuel must expressly state what is not
vironmental protection reasons according to the
permitted as the fuel specifications that generally
resolution of the IMO Marine Environment Protec-
apply do not include this limitation.
tion Committee passed on 1st January 1992.
If engine oils (old lubricating oil, ULO – used lubri-
Leaked oil collector
cating oil) are added to fuel, this poses a particular
danger as the additives in the lubricating oil act as Leak oil collectors that act as receptacles for leak
emulsifiers that cause dirt, water and catfines to oil, and also return and overflow pipes in the lube
be transported as fine suspension. They therefore oil system, must not be connected to the fuel tank.
prevent the necessary cleaning of the fuel. In our Leak oil lines should be emptied into sludge tanks.
Viscosity mm2/s max. 700 See "Paragraph: Viscosity/injection viscosity, page 4-22"
(at 50 °C) (cSt)
Viscosity 55 See "Paragraph: Viscosity/injection viscosity, page 4-22"

(at 100 °C)
Density g/ml 1.010 See "Paragraph: Heavy fuel oil processing, page 4-22"
(at 15 °C)
Flash point °C max. 60 See "Paragraph: Flash point (ASTM D 93), page 4-24"
Pour point max. 30 See "Paragraph: Low temperature behaviour

(summer) (ASTM D 97), page 4-24", "Paragraph: Pump characteris-
tics, page 4-24"
Pour point (winter) 30 See "Paragraph: Low temperature behaviour
(ASTM D 97), page 4-24", "Paragraph: Pump characteris-
tics, page 4-24"
Carbon residues Weight max. 20 See "Paragraph: Combustion properties, page 4-25"
(Conradson) %
Sulphur content 5 or See "Paragraph: Sulphuric acid corrosion, page 4-27"

legal requirements
Ash 0.15 See "Paragraph: Heavy fuel oil processing, page 4-22"
content
Vanadium content mg/kg 450 See "Paragraph: Heavy fuel oil processing, page 4-22"
Water Vol- 0.5 See "Paragraph: Heavy fuel oil processing, page 4-22"
content ume%
Sediment (potential) Weight 0.1 -

%
Table 4-6 The fuel specifications and corresponding characteristics for heavy fuel oil (1 of 2)
0406-0000AA2.fm
Page 4 - 18 J-BB
Aluminium and sili- mg/kg max. 60 See "Paragraph: Heavy fuel oil processing, page 4-22"
cium content (total)
Total acid number mg 2.5 -

KOH/g
Hydrogen sulphide mg/kg 2 -
Used lubricating oil mg/kg - The fuel must be free of lubricating oil (ULO (used
(ULO) lubricating oil, old oil)). Fuel is considered as con-
taminated with lubricating oil when the following
concentrations occur: Ca > 30 ppm and Zn >
15 ppm or Ca > 30 ppm and P > 15 ppm.
Asphalt content Weight 2/3 of carbon res- See "Paragraph: Combustion properties, page 4-25"
% idue (according to
Conradson)
Sodium content mg/kg Sodium< 1/3 See "Paragraph: Heavy fuel oil processing, page 4-22"
vanadium,
sodium< 100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or
polymers.
Table 4-6 The fuel specifications and corresponding characteristics for heavy fuel oil (2 of 2)
0406-0000AA2.fm
J-BB Page 4 - 19
0406-0000AA2.fm
Figure 4-1 ISO 8217-2010 specification for heavy fuel oil
Page 4 - 20 J-BB
0406-0000AA2.fm
Figure 4-2 ISO 8217-2010 specification for heavy fuel oil (continued)
J-BB Page 4 - 21
Additional information Heavy fuel oil processing

The purpose of the following information is to Whether or not problems occur when the engine
show the relationship between the quality of heavy is in operation depends on how carefully the heavy
fuel oil, heavy fuel oil processing, engine operation fuel oil has been processed. Particular care should
and operating results more clearly. be taken to ensure that highly-abrasive inorganic
foreign matter (catalyst particles, rust, sand) are ef-
Selection of heavy fuel oil
fectively removed. Experience in practise has
Economic operation with heavy fuel oil within the shown that wear as a result of abrasion in the en-
limit values (see "Table 4-6: The fuel specifications and gine increases considerably if the aluminium and
corresponding characteristics for heavy fuel oil") is pos- silicium content is higher than 15 mg/kg.
sible under normal operating conditions, provided
Viscosity and density influence the cleaning effect.
the system is working properly and regular main-
This must be taken into account when designing
tenance is carried out. If these requirements are
and making adjustments to the cleaning system.
not satisfied, shorter maintenance intervals, higher
wear and a greater need for spare parts is to be Settling tank
expected. The required maintenance intervals and
The heavy fuel oil is pre-cleaned in the settling
operating results determine which quality of heavy
tank. The longer the fuel remains in the tank and
fuel oil should be used.
the lower the viscosity of the heavy fuel oil is, the
It is an established fact that the price advantage more effective the pre-cleaning process will be
decreases as viscosity increases. It is therefore not (maximum preheating temperature of 75 °C to
always economical to use the fuel with the highest prevent asphalt forming in the heavy fuel oil). A set-
viscosity as in many cases the quality of this fuel tling tank is sufficient for heavy fuel oils with a vis-
will not be the best. cosity of less than 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign
Viscosity/injection viscosity
matter or if fuels in accordance with
Heavy fuel oils with a high viscosity may be of an ISO-F-RMG 380/500/700 or RMK 380/500/700
inferior quality. The maximum permissible viscosity are to be used, two settling tanks will be required
depends on the preheating system installed and one of which must be sized for 24-hour operation.
the capacity (flow rate) of the separator. Before the content is moved to the service tank,
The prescribed injection viscosity of water and sludge must be drained from the set-
12 – 14 mm2/s (for GenSets, 23/30H and tling tank.
28/32H: 12 – 8 cSt) and corresponding fuel tem- Separators
perature upstream of the engine must be ob-
A separator is particularly suitable for separating
served. This is the only way to ensure efficient
material with a higher specific density – water, for-
atomisation and mixture formation and therefore
eign matter and sludge, for example. The separa-
low-residue combustion. This also prevents me-
tors must be self-cleaning (i. e. the cleaning
chanical overloading of the injection system. For
intervals must be triggered automatically). Only
the prescribed injection viscosity and/or required
separators in the new generation may be used.
fuel oil temperature upstream of the engine, refer
They are extremely effective throughout a wide
to the viscosity temperature diagram.
density range with no changeover required and
can separate water from heavy fuel oils with a den-
sity of up to 1.01 g/ml at 15 °C.
0406-0000AA2.fm
Page 4 - 22 J-BB
For the prerequisites that must be met by the sep-

arator see "Table 4-7: Obtainable contents of foreign
matter and water (after separation)". These limit values
are used by manufacturers as the basis for dimen-
sioning the separator and ensure compliance.
The manufacturer's specifications must be com-
plied with to maximise the cleaning effect.
Application in ships and station-

ary use: parallel installation
1 Separator for 100 % flow rate
1 Separator (reserve) for 100 %
flow rate
Figure 4-3 Heavy fuel oil cleaning/separator arrangement
The separators must be arranged according to the eign matter and water (after separation)") for inorganic
manufacturers' current recommendations (Alpha- foreign matter and water in the heavy fuel oil will be
Laval and Westfalia). The density and viscosity of achieved at the engine inlet.
the heavy fuel oil in particular must be taken into
Results obtained during operation in practise
account. If separators by other manufacturers are
show that the wear the occurs as a result of abra-
used, MAN Diesel & Turbo should be consulted.
sion in the injection system and the engine will re-
If processing is carried out in accordance with the main within acceptable limits if these values are
MAN Diesel & Turbo specifications and the correct complied with. In addition, optimum lubricating oil
separators are chosen, it may be assumed that treatment must be ensured.
the results (see "Table 4-7: Obtainable contents of for-
Definition Particle size Quantity
Inorganic foreign matter < 5 μm < 20 mg/kg

including catalyst particles
Al+Si content - < 15 mg/kg
Water content - < 0.2 % by volume %
Table 4-7 Obtainable contents of foreign matter and water (after separation)
0406-0000AA2.fm
J-BB Page 4 - 23
Water Ash
It is particularly important to ensure that the water Fuel ash consists for the greater part of vanadium
separation process is as thorough as possible as oxide and nickel sulphate (see "Paragraph: Vanadi-
the water is present in the form of large droplets, um/sodium, page 4-24"). Heavy fuel oils that produce
and not as a finely distributed emulsion. In this a high quantity of ash in the form of foreign matter,
form, water also promotes corrosion and sludge e. g. sand, corrosion compounds and catalyst
formation in the fuel system and therefore impairs particles, accelerate mechanical wear in the en-
the supply, atomisation and combustion of the gine. Catalyst particles produced as a result of the
heavy fuel oil. If the water absorbed in the fuel is catalytic cracking process may be present in
seawater, harmful sodium chloride and other salts heavy fuel oils. In most cases, these are aluminium
dissolved in this water will enter the engine. silicate particles that cause a high degree of wear
in the injection system and the engine. The alumin-
The sludge containing water must be removed
ium content determined, multiplied by a factor of
from the settling tank before the separation proc-
between 5 and 8 (depending on the catalytic
ess starts, and must also be removed from the
bond), is roughly the same as the proportion of
service tank at regular intervals. The tank's ventila-
catalyst remnants in the heavy fuel oil.
tion system must be designed in such a way that
condensate cannot flow back into the tank. Homogeniser
If a homogeniser is used, it must never be installed
Vanadium/sodium
between the settling tank and separator as other-
If the vanadium/sodium ratio is unfavourable, the wise it will not be possible to ensure satisfactory
melting point of the heavy fuel oil ash may fall in the separation of harmful contaminants, particularly
operating range of the exhaust-gas valve which seawater.
can lead to high-temperature corrosion. Most of
Flash point (ASTM D 93)
the water and water-soluble sodium compounds it
contains can be removed by pre-cleaning the National and international transportation and stor-
heavy fuel oil in the settling tank and in the separa- age regulations governing the use of fuels must be
tors. complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for
The risk of high-temperature corrosion is low if the
diesel engine fuels.
sodium content is one third of the vanadium con-
tent or less. It must also be ensured that sodium Low temperature behaviour (ASTM D 97)
does not enter the engine in the form of seawater
The pour point is the temperature at which the fuel
in the intake air.
is no longer flowable (pumpable). As the pour
If the sodium content is higher than 100 mg/kg, point of many low-viscosity heavy fuel oils is higher
this is likely to result in a higher quantity of salt de- than 0 °C, the bunker facility must be preheated,
posits in the combustion chamber and exhaust unless fuel in accordance with RMA or RMB is
gas system. This will impair the function of the en- used. The entire bunker facility must be designed
gine (including the suction function of the turbo- in such a way that the heavy fuel oil can be pre-
charger). heated to around 10 °C above the pour point.
Under certain conditions, high-temperature corro- Pump characteristics
sion can be prevented by using a fuel additive that
If the viscosity of the fuel is higher than
increases the melting point of the heavy fuel oil ash
1,000 mm2/s (cST), or the temperature is not at
(see "Paragraph: Additives to heavy fuel oils, page
least 10 °C above the pour point, pumping prob-
4-27").
lems will occur. For further information see "Para-
0406-0000AA2.fm
graph: Low temperature behaviour (ASTM D 97), page

4-24".
Page 4 - 24 J-BB
Combustion properties The ignition quality is one of the most decisive

properties of the fuel. This value does not appear
If the proportion of asphalt is more than two thirds
in the international specifications because a
of the coke residue (Conradson), combustion may
standardised testing method has only recently be-
be delayed which in turn may increase the forma-
come available and not enough experience has
tion of combustion residues, leading to such as
been gathered at this point to determine limit val-
deposits on and in the injection nozzles, large
ues. The parameters, such as the calculated car-
amounts of smoke, low output, increased fuel
bon aromaticity index (CCAI), are therefore aids
consumption and a rapid rise in ignition pressure
derived from quantifiable fuel properties. We have
as well as combustion close to the cylinder wall
established that this method is suitable for deter-
(thermal overloading of lubricating oil film). If the ra-
mining the approximate ignition quality of the
tio of asphalt to coke residues reaches the limit
heavy fuel oil used.
0.66, and if the asphalt content exceeds 8 %, the
risk of deposits forming in the combustion cham- A testing instrument has been developed based
ber and injection system is higher. These problems on the constant volume combustion method (fuel
can also occur when using unstable heavy fuel combustion analyser FCA) and is currently being
oils, or if incompatible heavy fuel oils are mixed. tested by a series of testing laboratories. The in-
This would lead to an increased deposition of as- strument measures the ignition delay to determine
phalt (see "Paragraph: Compatibility, page 4-27"). the ignition quality of a fuel and the measurement
obtained is converted into an instrument specific
Ignition quality
cetane number (FIA-CN or EC). It has been estab-
Nowadays, to achieve the prescribed reference lished that in some cases heavy fuel oils with a low
viscosity, cracking-process products are used as FIA cetane number or ECN number can cause op-
the low viscosity ingredients of heavy fuel oils al- erating problems.
though the ignition characteristics of these oils
As the liquid components of the heavy fuel oil de-
may also be poor. The cetane number of these
cisively influence its ignition quality, flow properties
compounds should be < 35. If the proportion of
and combustion quality, the bunker operator is re-
aromatic hydrocarbons is high (more than 35 %),
sponsible for ensuring that the quality of heavy fuel
this also adversely affects the ignition quality.
oil delivered is suitable for the diesel engine (see
The ignition delay in heavy fuel oils with poor igni- "Figure 4-4: Nomogram for the determination of CCAI –
tion characteristics is longer and combustion is Assignment of CCAI ranges to engine types").
also delayed which can lead to thermal overload-
ing of the oil film at the cylinder liner and also high
cylinder pressures. The ignition delay and accom-
panying increase in pressure in the cylinder are
also influenced by the end temperature and com-
pression pressure, i. e. by the compression ratio,
the charge-air pressure and charge-air tempera-
ture.
The disadvantages of using fuels with poor ignition
characteristics can be limited by preheating the
charge air in partial load operation and reducing
the output for a limited period. However, a more
effective solution is a high compression ratio and
operational adjustment of the injection system to
the ignition characteristics of the fuel used, as is
0406-0000AA2.fm
the case with MAN Diesel & Turbo piston engines.
J-BB Page 4 - 25
Figure 4-4 Nomogram for the determination of CCAI – Assignment of CCAI ranges to engine types
Legend
V Viscosity mm²/s (cSt) at 50 °C
D Density [kg/m³] at 15 °C
CCAI Calculated carbon aromaticity index
A Normal operating conditions
B Ignition properties may be poor that adjustment of engine or engine or engine operating conditions are required
C Problems that have been identified may lead to engine damage, even after a short period of operation.
1 Engine type
2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils.
0406-0000AA2.fm
The CCAI can be calculated using the following formula:

CCAI = D – 141 log log (V + 0.85) – 81
Page 4 - 26 J-BB
Sulphuric acid corrosion The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating Additives that are currently used for diesel en-
handbook for the relevant load. If the temperature gines, as well as their probable effects on the en-
of the components that are exposed to acidic gine's operation, are summarised in the "Table 4-8:
combustion products is below the acid dew point, Additives to heavy fuel oils – Classification/ effects", to-
acid corrosion can no longer be effectively pre- gether with their supposed effect on engine oper-
vented, even if alkaline lubricating oil is used. ation.
The BN values specified in "Section: Specification for
Precombustion • Dispersing agents/stabilisers
lubricating oil (SAE 40) for operation on heavy fuel oil additives • Emulsion breakers
(HFO)" are sufficient, providing the quality of lubri-
• Biocides
cating oil and engine's cooling system satisfy the
requirements. Combustion addi- • Combustion catalysts (fuel savings,
tives emissions)
Compatibility
Post-combustion • Ash modifier (hot corrosion)
The supplier must guarantee that the heavy fuel oil additives • Soot removers (exhaust-gas sys-
is homogeneous and remains stable, even once tem)
the standard storage period has elapsed. If differ-
ent bunker oils are mixed, this can lead to separa- Table 4-8 Additives to heavy fuel oils – Classification/
tion and associated sludge formation in the fuel effects
system during which large quantities of sludge ac- Heavy fuel oils with low sulphur content
cumulate in the separator that block filters, prevent
atomisation and a large amount of residue as a re- From the point of view of an engine manufacturer,
sult of combustion. a lower limit for the sulphur content of heavy fuel
oils does not exist. We have not identified any
This is due to incompatibility or instability of the problems attributable to sulphur content in the
oils. As much of the heavy fuel oil in the storage low-sulphur heavy fuel oils currently available on
tank as possible should therefore be removed be- the market. This situation may change in future if
fore bunkering again to prevent incompatibility. new methods are used for the production of low-
Blending heavy fuel oil sulphur heavy fuel oil (desulphurisation, new
blending components). MAN Diesel & Turbo will
If heavy fuel oil for the main engine is blended with monitor developments and inform its customers if
gas oil (MGO) to obtain the required quality or vis- required.
cosity of heavy fuel oil, it is extremely important
that the components of these oils are compatible If the engine is not always operated with low-sul-
(see "Paragraph: Compatibility, page 4-27"). phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
Additives to heavy fuel oils be selected.
MAN Diesel & Turbo engines can be operated Improper handling of fuels
economically without additives. It is up to the cus-
tomer to decide whether or not the use of addi- If fuels are improperly handled, this can pose a
tives is beneficial. The supplier of the additive must danger to health, safety and the environment. The
guarantee that the engine operation will not be im- relevant safety information by the fuel supplier
paired by using the product. must be observed.
0406-0000AA2.fm
J-BB Page 4 - 27
Tests
Sampling
To check whether the specification provided
and/or the necessary delivery conditions are com-
plied with, we recommend you retain at least one
sample of every bunker oil (at least for the duration
of the engine's warranty period). To ensure that
representative samples are taken of the bunker oil,
a sample should be taken from the transfer line
when starting up, halfway through the operating
period and at the end of the bunker period. “Sam-
ple Tec" by MarTec in Hamburg is a suitable test-
ing instrument which can be used to take samples
on a regular basis during bunkering.
Analysis of samples
Our department for fuels and lubricating oils
(Augsburg factory, EQC department) will be
pleased to provide further information on request.
We can analyse fuel for customers at our laborato-
ry. A 0.5 l sample is required for the test.
0406-0000AA2.fm
Page 4 - 28 J-BB
4.8 Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
Figure 4-5 Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown

on the horizontal axis and the viscosity is shown
on the vertical axis.
The diagonal lines correspond to viscosity-tem-
perature curves of fuels with different reference
viscosities. The vertical viscosity axis in
mm2/s (cSt) applies for 40 and 50 °C.
0413-0000AA2.fm
E-BB Page 4 - 29
Determining the viscosity-temperature curve and the low for the heavy fuel oil to be heated up to a tem-
required preheating temperature perature which is roughly 10 °C higher than the
pour point.
Example: Heavy fuel oil of 180 mm2/s at 50 °C.
Note!
Prescribed injection vis- Required temperature The viscosity of gas oil or diesel fuel (marine
cosity in mm2/s of heavy fuel oil at
diesel oil) upstream of the engine must be at
engine inlet1) in °C
least 1.9 mm2/s. If the viscosity is too low, this
 12 126 (line c) may cause seizing of the pump plunger or noz-
 14 119 (line d)
zle needle valves as a result of insufficient lu-
brication.
Table 4-9 Determination of the viscosity-temperature
curve and the preheating temperature This can be avoided by monitoring the tempera-
1) The ture of the fuel. Although the maximum permissi-
drop in temperature between the last preheating appli-
ance and the fuel injection pump is not taken into account
ble temperature depends on the viscosity of the
in these figures. fuel, it must never exceed the following values:
• 45 °C at the most with DMA and DMB
A heavy fuel oil with a viscosity of 180 mm2/s at
50 °C can reach a viscosity of 1,000 mm2/s at • 60 °C at the most with RMA
24 °C (line e) – this is the maximum permissible
A fuel cooler must therefore be installed.
viscosity at which the pump can still deliver the fu-
el. For operation with special fuels (not according to
ISO8217-2010) like "Arctic Diesel" or "DMX" con-
When the last preheating appliance is a state-of-
sult the technical service of MAN Diesel & Turbo in
the-art appliance with 8 bar saturated steam, this
Augsburg. In this case, please provide exact fuel
achieves a heavy fuel oil temperature of 152 °C. At
specification.
high temperatures there is a danger of deposits
forming in the preheating system – that could re-
duce the heating output and lead to thermal over-
loading of the heavy fuel oil. In this case asphalt
forms, i. e. quality is adversely affected.
The heavy fuel oil lines between the outlet of the
last preheating system and the injection valve
must be suitably insulated to limit the maximum
drop in temperature to 4 °C. This is the only way
to achieve the necessary injection viscosity of
14 mm2/s for heavy fuel oils with a reference vis-
cosity of 700 mm2/s at 50 °C (the maximum vis-
cosity as defined in the international specifications
such as ISO CIMAC or British Standard). If the
heavy fuel oil being used has a lower reference vis-
cosity, the injection viscosity should ideally be
12 mm2/s to improve the atomisation of heavy fuel
oil and in turn reduce combustion residues.
The delivery pump must be designed to handle a
heavy fuel oil with a viscosity of up to
1,000 mm2/s. The pour point of the heavy fuel oil
0413-0000AA2.fm
determines whether or not it can be pumped. The

engineering design of the bunker system must al-
Page 4 - 30 E-BB
4.9 Specification for engine cooling water

Preliminary notes Testing equipment
As is also the case with the fuel and lubricating oil, The MAN Diesel & Turbo water testing equipment
the engine cooling water must be carefully select- incorporates devices that determine the water
ed, handled and checked. If this is not the case, properties referred to above in a straightforward
corrosion, erosion and cavitation may occur at the manner. The manufacturers of anticorrosive
walls of the cooling system in contact with water agents also supply user-friendly testing equip-
and deposits may form. Deposits obstruct the ment. For information on monitoring cooling water,
transfer of heat and can cause thermal overload- see "Section 4.10: Cooling water inspecting, page 4-39".
ing of the cooled parts. The system must be treat-
ed with an anticorrosive agent before bringing it Additional information
into operation for the first time. The concentrations Distillate
prescribed by the engine manufacturer must al-
ways be observed during subsequent operation. If distilled water (from a freshwater generator, for
The above especially applies if a chemical additive example) or fully desalinated water (from ion ex-
is added. change or reverse osmosis) is available, this
should ideally be used as the engine cooling water.
Requirements These waters are free of lime and salts which
means that deposits that could interfere with the
Limit values
transfer of heat to the cooling water, and therefore
The properties of untreated cooling water must also reduce the cooling effect, cannot form. How-
correspond to the following limit values: ever, these waters are more corrosive than normal
hard water as the thin film of lime scale that would
Properties/ Properties Unit otherwise provide temporary corrosion protection
characteristic does not form on the walls. This is why distilled
water must be handled particularly carefully and
Water type Distillate or freshwater, free -
of foreign matter.
the concentration of the additive must be regularly
checked.
The following are prohibited:
Seawater, brackish water, Hardness
river water, brines, industrial
waste water and rainwater. The total hardness of the water is the combined
effect of the temporary and permanent hardness.
Total hardness max. 10 °dH1)
The proportion of calcium and magnesium salts is
pH value 6.5 –8 - of overriding importance. The temporary hardness
is determined by the carbonate content of the cal-
Chloride ion max. 50 mg/l2)
content cium and magnesium salts. The permanent hard-
ness is determined by the amount of remaining
Table 4-10 Cooling water – Properties to be observed calcium and magnesium salts (sulphates). The
1) 1°dH (German hardness): temporary (carbonate) hardness is the critical fac-
10 mg CaO in 1 litre of water tor that determines the extent of limescale deposit
17.9 mg CaCO3/l in the cooling system.
0.357 mval/l
0.179 mmol/l Water with a total hardness of > 10°dGH must be
2) 1 mg/l = 1 ppm mixed with distilled water or softened. Subsequent
hardening of extremely soft water is only neces-
0402-0000AA2.fm
sary to prevent foaming if emulsifiable slushing oils

are used.
J-BB Page 4 - 31
Damage to the cooling water system Emulsifiable slushing oils are used less and less
frequently as their use has been considerably re-
Corrosion
stricted by environmental protection regulations,
Corrosion is an electrochemical process that can and because they are rarely available from suppli-
widely be avoided by selecting the correct water ers for this and other reasons.
quality and by carefully handling the water in the
Treatment prior to initial commissioning of engine
engine cooling system.
Treatment with an anticorrosive agent should be
Flow cavitation
carried out before the engine is brought into oper-
Flow cavitation can occur in areas in which high ation for the first time to prevent irreparable initial
flow velocities and high turbulence is present. If damage.
the steam pressure is reached, steam bubbles
Warning!
form and subsequently collapse in high pressure
zones which causes the destruction of materials in The engine must not be brought into operation
constricted areas. without treating the cooling water first.
Erosion
Additives for cooling water
Erosion is a mechanical process accompanied by
Only the additives approved by MAN Diesel &
material abrasion and the destruction of protective
Turbo and listed in "Table 4-11: Nitrite-containing
films by solids that have been drawn in, particularly
chemical additives" up to "Table 4-14: Anti-freeze solu-
in areas with high flow velocities or strong turbu-
tions with slushing properties" may be used.
lence.
Required approval
Stress corrosion cracking
A cooling water additive may only be permitted for
Stress corrosion cracking is a failure mechanism
use if tested and approved as per the latest direc-
that occurs as a result of simultaneous dynamic
tives of the ICE Research Association (FVV) "Suit-
and corrosive stress. This may lead to cracking
ability test of internal combustion engine cooling
and rapid crack propagation in water-cooled, me-
fluid additives.” The test report must be obtainable
chanically-loaded components if the cooling water
on request. The relevant tests can be carried out
has not been treated correctly.
on request in Germany at the staatliche Material-
prüfanstalt (Federal Institute for Materials Re-
Processing of engine cooling water
search and Testing), Abteilung Oberflächentechnik
Formation of a protective film (Surface Technology Division), Grafenstraße 2 in
The purpose of treating the engine cooling water D-64283 Darmstadt.
using anticorrosive agents is to produce a contin- Once the cooling water additive has been tested
uous protective film on the walls of cooling surfac- by the FVV, the engine must be tested in the sec-
es and therefore prevent the damage referred to ond step before the final approval is granted.
above. In order for an anticorrosive agent to be
Only in closed circuits
100 % effective, it is extremely important that un-
treated water satisfies the requirements in "Para- Additives may only be used in closed circuits
graph: Requirements, page 4-31". where no significant consumption occurs, apart
from leaks or evaporation losses.
Protective films can be formed by treating the
cooling water with an anticorrosive chemical or an
emulsifiable slushing oil.
0402-0000AA2.fm
Page 4 - 32 J-BB
Chemical additives anti-freeze solution used is lower due to less strin-

gent frost protection requirements and does not
Sodium nitrite and sodium borate based additives
provide an appropriate level of corrosion protec-
etc. have a proven track record. Galvanised iron
tion. For information on the compatibility of the
pipes or zinc sacrificial anodes must not be used
anti-freeze solution with the anticorrosive agent
in cooling systems. This corrosion protection is not
and the required concentrations, contact the man-
required due to the prescribed cooling water treat-
ufacturer. As regards the chemical additives indi-
ment and electrochemical potential reversal can
cated in "Table 4-11: Nitrite-containing chemical
occur due to the cooling water temperatures
additives", their compatibility with ethylene glycol-
which are normally present in engines nowadays.
based antifreezes has been proved. Anti-freeze
If necessary, the pipes must be deplated.
solutions may only be mixed with one another with
Slushing oil the consent of the manufacturer, even if these so-
lutions have the same composition.
This additive is an emulsifiable mineral oil with add-
ed slushing ingredients. A thin film of oil forms on Before an anti-freeze solution is used, the cooling
the walls of the cooling system. This prevents cor- system must be thoroughly cleaned.
rosion without interfering with the transfer of heat If the cooling water contains an emulsifiable slush-
and also prevents limescale deposits on the walls ing oil, anti-freeze solution must not be added as
of the cooling system. otherwise the emulsion would break up and oil
The significance of emulsifiable corrosion-slushing sludge would form in the cooling system.
oils is fading. Oil-based emulsions are rarely used Observe the applicable environmental protection
nowadays for environmental protection reasons regulations when disposing of cooling water con-
and also because stability problems are known to taining additives. For more information, consult the
occur in emulsions. additive supplier.
Anti-freeze agents Biocides

If temperatures below the freezing point of water in If you cannot avoid using a biocide because the
the engine cannot be excluded, an anti-freeze so- cooling water has been contaminated by bacteria,
lution that also prevents corrosion must be added observe the following steps:
to the cooling system or corresponding parts.
• You must ensure that the biocide to be used is
Otherwise, the entire system must be heated. (Mil-
suitable for the specific application.
itary specification: Sy-7025).
• The biocide must be compatible with the seal-
Sufficient corrosion protection can be provided by
ing materials used in the cooling water system
adding the products listed in "Table 4-14: Anti-freeze
and must not react with these.
solutions with slushing properties" while observing the
prescribed concentration. This concentration pre- • The biocide and its decomposition products
vents freezing at temperatures down to –22 °C. must not contain corrosion-promoting compo-
However, the quantity of anti-freeze solution actu- nents. Biocides whose decomposition prod-
ally required always depends on the lowest tem- ucts contain chloride or sulphate ions are not
peratures that are to be expected at the place of permitted.
use.
• Biocides that cause foaming of the cooling wa-
Anti-freezes are generally based on ethylene gly- ter are not permitted.
col. A suitable chemical anticorrosive agent must
be added if the concentration of the anti-freeze so-
lution prescribed by the user for a specific applica-
0402-0000AA2.fm
tion does not provide an appropriate level of

corrosion protection, or if the concentration of
J-BB Page 4 - 33
Prerequisite for effective use of a rust inhibitor Note!

Clean cooling system The chemical additive concentrations shall not
be less than the minimum concentrations indi-
As contamination significantly reduces the effec-
cated in "Table 4-11: Nitrite-containing chemical addi-
tiveness of the additive, the tanks, pipes, coolers
tives".
and other parts outside the engine must be free of
rust and other deposits before the engine is start- Excessively low concentrations can promote cor-
ed up for the first time and after repairs are carried rosion and must be avoided. If the concentration
out on the pipe system. The entire system must is slightly above the recommended concentration
therefore be cleaned with the engine switched off this will not result in damage. Concentrations that
using a suitable cleaning agent (see "Section 4.11: are more than twice the recommended concentra-
Cooling water system cleaning, page 4-41"). tion should be avoided.
Loose solid matter in particular must be removed Every 2 to 6 months send a cooling water sample
by flushing the system thoroughly as otherwise to an independent laboratory or to the engine
erosion may occur in locations where the flow ve- manufacturer for integrated analysis.
locity is high.
Emulsifiable anticorrosive agents must generally
The cleaning agents must not corrode the seals be replaced after abt. 12 months according to the
and materials of the cooling system. In most cas- supplier's instructions. When carrying this out, the
es, the supplier of the cooling water additive will be entire cooling system must be flushed and, if nec-
able to carry out this work and, if this is not possi- essary, cleaned. Once filled into the system, fresh-
ble, will at least be able to provide suitable prod- water must be treated immediately.
ucts to do this. If this work is carried out by the
If chemical additives or anti-freeze solutions are
engine operator, he should use the services of a
used, cooling water should be replaced after 3
specialist supplier of cleaning agents. The cooling
years at the latest.
system must be flushed thoroughly following
cleaning. Once this has been done, the engine If there is a high concentration of solids (rust) in the
cooling water must be treated immediately with system, the water must be completely replaced
anticorrosive agent. Once the engine has been and entire system carefully cleaned.
brought back into operation, the cleaned system Deposits in the cooling system may be caused by
must be checked for leaks. fluids that enter the cooling water, or the break up
Regular checks of the cooling water condition and cooling of emulsion, corrosion in the system and limescale
water system deposits if the water is very hard. If the concentra-
tion of chloride ions has increased, this generally
Treated cooling water may become contaminated
indicates that seawater has entered the system.
when the engine is in operation, which causes the
The maximum specified concentration of 50 mg
additive to loose some of its effectiveness. It is
chloride ions per kg must not be exceeded as oth-
therefore advisable to regularly check the cooling
erwise the risk of corrosion is too high. If exhaust
system and the cooling water condition. To deter-
gas enters the cooling water, this may lead to a
mine leakages in the lube oil system, it is advisable
sudden drop in the pH value or to an increase in
to carry out regular checks of water in the com-
the sulphate content.
pensating tank. Indications of oil content in water
are, e.g. discolouration or a visible oil film on the Water losses must be compensated for by filling
surface of the water sample. with untreated water that meets the quality re-
quirements specified in "Paragraph: Requirements,
The additive concentration must be checked at
page 4-31". The concentration of the anticorrosive
least once a week using the test kits specified by
0402-0000AA2.fm
agent must subsequently be checked and adjust-

the manufacturer. The results must be document-
ed if necessary.
ed.
Page 4 - 34 J-BB
Subsequent checks of cooling water are especial-

ly required if the cooling water had to be drained
off in order to carry out repairs or maintenance.
Protective measures
Anticorrosive agents contain chemical com-
pounds that can pose a risk to health or the envi-
ronment if incorrectly used. Comply with the
directions in the manufacturer's material safety
data sheets.
Avoid prolonged direct contact with the skin.
Wash hands thoroughly after use. If larger quanti-
ties spray and/or soak into clothing, remove and
wash clothing before wearing it again.
If chemicals come into contact with your eyes,
rinse them immediately with plenty of water and
seek medical advice.
Anticorrosive agents are generally harmful to the
water cycle. Observe the relevant statutory re-
quirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN
Diesel & Turbo two-stroke main engine is used in
a marine engine of type 16/24, 21/31, 23/30H,
27/38 or 28/32H, the cooling water recommenda-
tions for the main engine must be observed.
Analysis
We analyse cooling water for our customers in our
chemical laboratory. A 0.5 l sample is required for
the test.
0402-0000AA2.fm
J-BB Page 4 - 35
Permissible cooling water additives
Nitrite-containing chemical additives
Manufacturer Product designa- Initial Minimum concentration ppm

tion dose per
1,000 l Product Nitrite Na-
(NO2) Nitrite
(NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

One Drew Plaza Maxigard 40 l 40,000 1,330 2,000
Boonton
New Jersey 07005
USA
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600

KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O.Box 49/Norway
3140 Borgheim
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500

Chemicals (9-108) 10 l 10,000 1,000 1,500
30 l 30,000 1,000 1,500
P.O.Box 11 Nalfleet EWT 9-111
Northwich Nalcool 2000
Cheshire CW8DX, U.K.
Maritech AB Marisol CW 12 l 12,000 2,000 3,000

P.O.Box 143
S-29122 Kristianstad
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000

Via al Santuario di N.S. Colorcooling 24 l 24,000 2,000 3,000
della Guardia 58/A
16162 Genova, Italy
Marichem – Marigases D.C.W.T – 48 l 48,000 2,400 -

64 Sfaktirias Street Non-Chromate
18545 Piraeus, Greece
Marine Care Caretreat 2 16 l 16,000 4,000 6,000

3144 NA Maasluis
The Netherlands
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000

Schlenzigstraße 7
21107 Hamburg
Germany
Table 4-11 Nitrite-containing chemical additives

0402-0000AA2.fm
Page 4 - 36 J-BB
Nitrite-free additives (chemical additives)
Manufacturer Product designation Initial dosing Minimum concen-

per 1,000 l tration
Arteco Havoline 75 l 7.5 %

Technologiepark XLI
Zwinaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7.5 %

Paris, France
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %

Long-Life
Table 4-12 Chemical additives – Nitrite free
Emulsifiable slushing oils
Manufacturer Product
(Designation)
BP Marine, Breakspear Way, Diatsol M

Hemel Hempstead, Fedaro M
Herts HP2 4UL
Castrol Int. Solvex WT 3

Pipers Way
Swindon SN3 1RE, UK
Deutsche Shell AG Oil 9156

Überseering 35
22284 Hamburg, Germany
Table 4-13 Emulsifiable slushing oils

0402-0000AA2.fm
J-BB Page 4 - 37
Anti-freeze solutions with slushing properties
Manufacturer Product Minimum

(Designation) concentration
BASF Glysantin G 48 35 %
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Rhein Glysantin G 05
Germany
Castrol Int. Antifreeze NF, SF

Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Anti-frost X 2270A

Moor Lane
London EC2Y 9B, UK
Deutsche Shell AG Glycoshell

Überseering 35
22284 Hamburg
Germany
Mobil Oil AG Antifreeze agent 500

Steinstraße 5
20095 Hamburg
Germany
Arteco/Technologiepark Havoline XLC

Zwijnaarde 2
B-9052 Gent
Belgium
Total Lubricants Glacelf Auto Supra

Paris, France Total Organifreeze
Table 4-14 Anti-freeze solutions with slushing properties
0402-0000AA2.fm
Page 4 - 38 J-BB
4.10 Cooling water inspecting
Summary Testing the typical values of water

Acquire and check typical values of the operating Short specification
media to prevent or limit damage.
The freshwater used to fill the cooling water cir- Typical Water for filling Circulating
value/property and refilling water
cuits must satisfy the specifications. The cooling
(without addi- (with addi-
water in the system must be checked regularly in tive) tive)
accordance with the maintenance schedule.
Water type Freshwater, free Treated cool-
The following work/steps is/are necessary: of foreign matter ing water
Acquisition of typical values for the operating fluid, Total hardness  10 °dGH1)  10 °dGH1)
evaluation of the operating fluid and checking the
concentration of the anticorrosive agent. pH value 6.5 – 8 at 20 °C  7.5 at 20 °C
Chloride ion  50 mg/l  50 mg/l2)

Tools/equipment required content
Equipment for checking the freshwater quality Table 4-15 Quality specifications for cooling water
(abbreviated version)
The following equipment can be used:
1) dH = German hardness
• The MAN Diesel & Turbo water testing kit, or 1 °dH = 10 mg/l CaO
similar testing kit, with all necessary instru- = 17.9 mg/l CaCO
ments and chemicals that determine the water =0.179 mmol/l
hardness, pH value and chloride content (ob- 2) 1 mg/l = 1 ppm
tainable from MAN Diesel & Turbo or Mar-Tec

Marine, Hamburg). Testing the concentration of anticorrosive agents
Equipment for testing the concentration of additives Short specification
When using chemical additives:
Anticorro- Concentration
• Testing equipment in accordance with the sup- sive agent
plier's recommendations. Testing kits from the
Chemical According to the quality specification, see
supplier also include equipment that can be additives "Section 4.9: Specification for engine cooling
used to determine the freshwater quality. water, page 4-31".
Anti-freeze According to the quality specification, see
agents "Section 4.9: Specification for engine cooling
water, page 4-31".
Table 4-16 Concentration of the cooling water additive
0403-0000AA2.fm
gJ__ Page 4 - 39
Testing the concentration of chemical additives

The concentration should be tested every week,
and/or according to the maintenance schedule,
using the testing instruments, reagents and in-
structions of the relevant supplier.
Chemical slushing oils can only provide effective
protection if the right concentration is precisely
maintained. This is why the concentrations recom-
mended by MAN Diesel & Turbo (quality specifica-
tions in "Section 4.9: Specification for engine cooling
water, page 4-31") must be complied with in all cas-
es. These recommended concentrations may be
other than those specified by the manufacturer.
Testing the concentration of anti-freeze agents
The concentration must be checked in accord-
ance with the manufacturer's instructions or the
test can be outsourced to a suitable laboratory. If
in doubt, consult MAN Diesel & Turbo.
Regular water samplings
Small quantities of lubricating oil in cooling water
can be found by visual check during regular water
sampling from the expansion tank.
Testing
We test cooling water for customers in our labora-
tory. To carry out the test, we will need a represent-
ative sample of abt. 0.5 l.
0403-0000AA2.fm
Page 4 - 40 JJ__
4.11 Cooling water system cleaning
Summary who can provide the right cleaning agents for the
type of deposits and materials in the cooling cir-
Remove contamination/residue from operating flu-
cuit. The cleaning should only be carried out by
id systems, ensure/reestablish operating reliability.
the engine operator if this cannot be done by a
Cooling water systems containing deposits or specialist.
contamination prevent effective cooling of parts.
Oil sludge
Contamination and deposits must be regularly
eliminated. Oil sludge from lubricating oil that has entered the
cooling system or a high concentration of anticor-
This comprises the following:
rosive agents can be removed by flushing the sys-
Cleaning the system and, if required, removal of tem with freshwater to which some cleaning agent
limescale deposits, flushing the system. has been added. Suitable cleaning agents are list-
ed alphabetically in "Table 4-17: Cleaning agents for
Cleaning removing oil sludge". Products by other manufactur-
The cooling water system must be checked for ers can be used providing they have similar prop-
contamination at regular intervals. Cleaning is re- erties. The manufacturer's instructions for use
quired if the degree of contamination is high. This must be strictly observed.
work should ideally be carried out by a specialist
Manufacturer Product Concentration Duration of cleaning proce-

dure/temperature
Drew HDE-777 4– 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2–5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5 % 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 4-17 Cleaning agents for removing oil sludge
Lime and rust deposits hardness, this forms what is known as ferrous
sludge which tends to gather in areas where the
Lime and rust deposits can form if the water is es-
flow velocity is low.
pecially hard or if the concentration of the anticor-
rosive agent is too low. A thin lime scale layer can Products that remove limescale deposits are gen-
be left on the surface as experience has shown erally suitable for removing rust. Suitable cleaning
that this protects against corrosion. However, agents are listed alphabetically in "Table 4-18: Clean-
limescale deposits with a thickness of more than ing agents for removing limescale and rust deposits".
0.5 mm obstruct the transfer of heat and cause Products by other manufacturers can be used
thermal overloading of the components being providing they have similar properties. The manu-
cooled. facturer's instructions for use must be strictly ob-
served. Prior to cleaning, check whether the
Rust that has been flushed out may have an abra-
cleaning agent is suitable for the materials to be
sive effect on other parts of the system, such as
0404-0000AA2.fm
cleaned.
the sealing elements of the water pumps. Together
with the elements that are responsible for water
gJ__ Page 4 - 41
The products listed in "Table 4-18: Cleaning agents for

removing limescale and rust deposits" are also suitable
for stainless steel.
Manufacturer Product Concentration Duration of cleaning proce-

dure/temperature
Drew SAF-Acid 5 – 10 % 4 h at 60 – 70 °C
Descale-IT 5 – 10 % 4 h at 60 – 70 °C
Ferroclean 10 % 4 – 24 h at 60 – 70 °C
Nalfleet Nalfleet 9 – 068 5% 4 h at 60 – 75 °C
Unitor Descalex 5 – 10 % 4 – 6 h at approx. 60 °C
Vecom Descalant F 3 – 10 % Approx. 4 h at 50 – 60 °C
Table 4-18 Cleaning agents for removing limescale and rust deposits
In emergencies only orientation in "Table 4-17: Cleaning agents for removing

oil sludge".
Hydrochloric acid diluted in water or aminosul-
phonic acid may only be used in exceptional cases Following cleaning
if a special cleaning agent that removes limescale
The cooling system must be flushed several times
deposits without causing problems is not availa-
once it has been cleaned using cleaning agents.
ble. Observe the following during application:
Replace the water during this process. If acids are
• Stainless steel heat exchangers must never be used to carry out the cleaning, neutralise the cool-
treated using diluted hydrochloric acid. ing system afterwards with suitable chemicals
then flush. The system can then be refilled with
• Cooling systems containing non-ferrous metals
water that has been prepared accordingly.
(aluminium, red bronze, brass, etc.) must be
treated with deactivated aminosulphonic acid. Attention!
This acid should be added to water in a con-
Start the cleaning operation only when the en-
centration of 3 – 5 %. The temperature of the
gine has cooled down. Hot engine compo-
solution should be 40 – 50 °C.
nents must not come into contact with cold
• Diluted hydrochloric acid may only be used to water. Open the venting pipes before refilling
clean steel pipes. If hydrochloric acid is used as the cooling water system. Blocked venting
the cleaning agent, there is always a danger pipes prevent air from escaping which can
that acid will remain in the system, even when lead to thermal overloading of the engine.
the system has been neutralised and flushed.
Safety/environmental protection
This residual acid promotes pitting. We there-
fore recommend you have the cleaning carried The products to be used can endanger health and
out by a specialist. may be harmful to the environment.
The carbon dioxide bubbles that form when limes- Follow the manufacturer's handling instructions
cale deposits are dissolved can prevent the clean- without fail.
ing agent from reaching boiler scale. It is therefore The applicable regulations governing the disposal
absolutely necessary to circulate the water with of cleaning agents or acids must be observed.
the cleaning agent to flush away the gas bubbles
and allow them to escape. The length of the clean-
0404-0000AA2.fm
ing process depends on the thickness and com-

position of the deposits. Values are provided for
Page 4 - 42 gJ__
4.12 Specification for intake air (combustion air)
4.12 Specification for intake air (combustion air)
General Requirements
The quality and condition of intake air (combustion Liquid fuel engines: As minimum, inlet air (combus-
air) have a significant effect on the engine output, tion air) must be cleaned by a G3 class filter as per
wear and emissions of the engine. In this regard, EN779, if the combustion air is drawn in from in-
not only are the atmospheric conditions extremely side (e.g. from the machine room/engine room). If
important, but also contamination by solid and the combustion air is drawn in from outside, in the
gaseous foreign matter. environment with a risk of higher inlet air contami-
nation (e.g. due to sand storms, due to loading
Mineral dust in the intake air increases wear.
and unloading grain cargo vessels or in the sur-
Chemicals and gases promote corrosion.
roundings of cement plants), additional measures
This is why effective cleaning of intake air (com- must be taken. This includes the use of pre-sepa-
bustion air) and regular maintenance/ cleaning of rators, pulse filter systems and a higher grade of
the air filter are required. filter efficiency class at least up to M5 according to
When designing the intake air system, the maxi- EN779.
mum permissible overall pressure drop (filter, si- Gas engines and dual-fuel engines: As minimum, in-
lencer, pipe line) of 20 mbar must be taken into let air (combustion air) must be cleaned by a G3
consideration. class filter as per EN779, if the combustion air is
Exhaust turbochargers for marine engines are drawn in from inside (e.g. from machine room/en-
equipped with silencers enclosed by a filter mat as gine room). Gas engines or dual-fuel engines must
a standard. The quality class (filter class) of the fil- be equipped with a dry filter. Oil bath filters are not
ter mat corresponds to the G3 quality in accord- permitted because they enrich the inlet air with oil
ance with EN779. mist. This is not permissible for gas operated en-
gines because this may result in engine knocking.
If the combustion air is drawn in from outside, in
the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to load-
ing and unloading grain cargo vessels or in the
surroundings of cement plants) additional meas-
ures must be taken. This includes the use of pre-
separators, pulse filter systems and a higher grade
of filter efficiency class at least up to M5 according
to EN779.
In general, the following applies:
The inlet air path from air filter to engine shall be
designed and implemented airtight so that no false
air may be drawn in from the outdoor.
The concentration downstream of the air filter
and/or upstream of the turbocharger inlet must
not exceed the following limit values.
_0411-0000AA2.fm
gJ__ Page 4 - 43
4.12 Specification for intake air (combustion air)
Properties Typical value Unit1)
Particle size < 5 μm: minimum 90 % of the particle number
Particle size < 10 μm: minimum 98 % of the particle number
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
Table 4-19 Intake air (combustion air) – Typical values to be observed

1)
One Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
Note!
Intake air shall not contain any flammable gas-
es. Make sure that the combustion air is not
explosive and is not drawn in from the ATEX
Zone.
0411-0000AA2.fm
Page 4 - 44 gJ__
======
5 Engine supply systems

Page 5 - 1
Page 5 - 2
Engine supply systems
5.1.1 Engine pipe connections and dimensions
5.1 Basic principles for pipe selection

The external piping systems are to be installed and
connected to the engine by the shipyard or by the
plant engineering company for a power plant.
The design of the piping has to take into account
the maximum allowed pressure losses, the recom-
mended flow rates, the requirements of the instal-
lations (e.g. pumps, valves), the limitations of the
piping material (e.g. erosion and corrosion resist-
ance) and secondary effects (e.g. noise).
Therefore, depending on specific conditions of
piping systems, it may be necessary to adopt even
lower flow rates as stated in the table below.
Generally it is not recommended to adopt higher
flow rates.
- Recommended flow rates (m/s)
Suction side Delivery side
Fresh water (cooling water) 1.0 – 2.0 2.0 – 3.5

Lube oil 0.5 – 1.0 1.5 – 2.5
Sea water 1.0 – 1.5 1.5 – 2.5
Diesel fuel 0.5 – 1.0 1.5 – 2.0
Heavy fuel oil 0.3 – 0.8 1.0 – 1.8
Natural gas (<5 bar) - 5 – 10
Natural gas (>5 bar) - 20 – 30
Pressurized air for control air system - 2 – 10
Pressurized air for starting air system - 25 – 30
Intake air 20 – 25
Exhaust gas 40
Table 5-1 Recommended flow rates

0501-0000MA2.fm
K-AF Page 5 - 9
Specification of materials for piping

General Fuel oil pipes, Lube oil pipes
• The properties of the piping shall conform to in- Galvanised steel pipe must not be used for the
ternational standards, e.g. DIN EN 10208, DIN piping of the system as acid components of the
EN 10216, DIN EN 10217 or DIN EN 10305, fuel may attack zinc.
DIN EN 13480-3.
Proposed material (EN)
• For piping, black steel pipe should be used;
E235, P235GH, X6CrNiMoTi17-12-2
stainless steel shall be used where necessary.
• Outer surface of pipes need to be primed and Starting air/control air pipes
painted according to the specification – for sta- Galvanised steel pipe must not be used for the
tionary power plants consider Q10.09028- piping of the system.
5013.
• The pipes are to be sound, clean and free from
all imperfections. The internal surfaces must be E235, P235GH, X6CrNiMoTi17-12-2
thoroughly cleaned and all scale, grit, dirt and
sand used in casting or bending removed. No Urea pipes (for SCR only)
sand is to be used as packing during bending Galvanised steel pipe, brass and copper compo-
operations. For further instructions regarding nents must not be used for the piping of the sys-
stationary power plants please also consider tem.
Q10.09028-2104.
• In the case of pipes with forged bends care is
to be taken that internal surfaces are smooth X6CrNiMoTi17-12-2
and no stray weld metal left after joining.
• Please see the instructions in our Work card
6682000.16-01E for cleaning of steel pipes be-
fore fitting together with the Q10.09028-2104
for stationary power plants.
LT-, HT- and nozzle cooling water pipes

Galvanised steel pipe must not be used for the
piping of the system as all additives contained in
the engine cooling water attack zinc.
Moreover, there is the risk of the formation of local
electrolytic element couples where the zinc layer
has been worn off, and the risk of aeration corro-
sion where the zinc layer is not properly bonded to
the substrate.
P235GH, E235, X6CrNiMoTi17-12-2
0501-0000MA2.fm
Page 5 - 10 K-AF
5.0.1 Installation of flexible pipe connections for resiliently mounted engines
Arrangement of hoses on resiliently mounted engine

Flexible pipe connections become necessary to
connect resilient mounted engines with external
piping systems. They are used to compensate the
dynamic movements of the engine in relation to
the external piping system. For information about
the origin of the dynamic engine movements, their
direction and identity in principle see "Table 5-1: Ex-
cursions of the in-line engines" and "Table 5-2: Excur-
sions of the V-engines".
Engine rotations unit Coupling displacements Exhaust flange

unit (at the turbocharger)
° mm mm
Axial Cross Vertical Axial Cross Vertical Axial Cross Vertical

direction direction direction
RX RY RZ X Y Z X Y Z
Pitching 0.0 ±0.026 0.0 ±0.95 0.0 ±1.13 ±2.4 0.0 ±1.1
Origin of static/dynamic movements
Rolling ±0.22 0.0 0.0 0.0 ±3.2 ±0.35 ±0.3 ±16.2 ±4.25
Engine torque –0.045 0.0 0.0 0.0 0.35 (to 0.0 0.0 2.9 (to 0.9
(CCW) Cntrl. Side) Cntrl. Side)
Vibration during (±0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 ±0.12 ±0.08
normal operation
Run out ±0.053 0.0 0.0 0.0 ±0.64 0.0 0.0 ±3.9 ±1.1
resonance
Table 5-1 Excursions of the in-line engines
Note!
The above entries are approximate values
(±10 %); they are valid for the standard design
of the mounting.
Assumed sea way movements: Pitching ±7.5°/
rolling ±22.5°.
0501-0400MA2.fm
E-BA Page 5 - 3
Engine rotations unit Coupling displacements unit Exhaust flange

(at the turbocharger)
° mm mm
Axial Cross Vertical Axial Cross Vertical Axial Cross Vertical

direction direction direction
Rx Ry Rz X Y Z X Y Z
Pitching 0.0 ±0.066 0.0 ±1.7 0.0 ±3.4 ±5.0 0.0 ±2.6
Origin of static/dynamic movements
Rolling ±0.3 0.0 0.0 0.0 ±5.0 ±0.54 0.0 ±21.2 ±5.8
Engine –0.07 0.0 0.0 0.0 +0.59 0.0 0.0 +4.2 –1.37
torque (to A bank) (to A bank) (A-TC)
Vibration
during
(±0.004) ~0.0 ~0.0 0.0 ±0.1 0.0 ±0.04 ±0.11 ±0.1
normal
operation
Run out
reso- ±0.052 0.0 0.0 0.0 ±0.64 0.0 ±0.1 ±3.6 ±1.0
nance
Table 5-2 Excursions of the V-engines
Note!
The above entries are approximate values
(±10 %); they are valid for the standard design
of the mounting.
Assumed sea way movements: Pitching ±7.5°/
rolling ±22.5°.
The conical mounts (RD214B/X) are fitted with
internal stoppers (clearances: Δlat = ±3 mm,
Δvert = ±4 mm); these clearances will not be
completely utilized by the above loading cas-
es.
0501-0400MA2.fm
Page 5 - 4 E-BA
Figure 5-1 Coordinate system
Generally flexible pipes (rubber hoses with steel in- Arrangement of the external piping system
let, metal hoses, PTFE-corrugated hose-lines,
Shipyard's pipe system must be exactly arranged
rubber bellows with steel inlet, steel bellows, steel
so that the flanges or screw connections do fit
compensators) are nearly unable to compensate
without lateral or angular offset. Therefore it is rec-
twisting movements. Therefore the installation di-
ommended to adjust the final position of the pipe
rection of flexible pipes must be vertically (in Z-di-
connections after engine alignment is completed.
rection) if ever possible. An installation in
horizontal-axial direction (in X-direction) is not per-
mitted; an installation in horizontal-lateral (Y-direc-
tion) is not recommended.
Flange and screw connections

Flexible pipes delivered loosely by MAN Diesel &
Turbo are fitted with flange connections, for sizes
with DN32 upwards. Smaller sizes are fitted with
screw connections. Each flexible pipe is delivered
complete with counterflanges or, those smaller
than DN32, with weld-on sockets.
Figure 5-2 Arrangement of pipes in system

0501-0400MA2.fm
E-BA Page 5 - 5
Installation of hoses Angular compensator for fuel oil

In the case of straight-line-vertical installation, a The fuel oil compensator, to be used for resilient
suitable distance between the hose connections mounted engines, can be an angular system com-
has to be chosen, so that the hose is installed with posed of three compensators with different char-
a sag. The hose must not be in tension during op- acteristics. Please observe the installation
eration. To satisfy correct sag in a straight-line-ver- instruction indicated on the specific drawing.
tically installed hose, the distance between the
hose connections (hose installed, engine stopped) Supports of pipes
has to be approx. 5 % shorter than the same dis- The flexible pipe must be installed as near as pos-
tance of the unconnected hose (without sag). sible to the engine connection.
In case it is unavoidable (this is not recommended) On the shipside, directly after the flexible pipe, the
to connect the hose in lateral-horizontal direction pipe is to be fixed with a sturdy pipe anchor of
(Y-direction) the hose must be installed preferably higher than normal quality. This anchor must be
with a 90° arc. The minimum bending radii, speci- capable to absorb the reaction forces of the flexi-
fied in our drawings, are to be observed. ble pipe, the hydraulic force of the fluid and the dy-
Never twist the hoses during installation. Turnable namic force
lapped flanges on the hoses avoid this. Example for the axial force of a compensator to be
Where screw connections are used, steady the absorbed by the pipe anchor:
hexagon on the hose with a wrench while fitting • Hydraulic force
the nut. = (Cross section area of the compensator) x
Comply with all installation instructions of the hose (Pressure of the fluid inside)
manufacturer. • Reaction force
Depending on the required application rubber = (Spring rate of the compensator) x (Displace-
hoses with steel inlet, metal hoses or PTFE-corru- ment of the comp.)
gated hose lines are used. • Axial force
= (Hydraulic force) + (Reaction force)
Installation of steel compensators
Additionally a sufficient margin has to be included
Steel compensators are used for hot media, e. g.
to account for pressure peaks and vibrations.
exhaust gas. They can compensate movements in
line and transversal to their centre line, but they are
absolutely unable to compensate twisting move-
ments. Compensators are very stiff against tor-
sion. For this reason all kind of steel compensators
installed on resilient mounted engines are to be in-
stalled in vertical direction.
Note!
Exhaust gas compensators are also used to
compensate thermal expansion. Therefore ex-
haust gas compensators are required for all
type of engine mountings, also for semi-resil-
ient or rigid mounted engines. But in these
cases the compensators are quite shorter, they
0501-0400MA2.fm
are designed only to compensate the thermal

expansions and vibrations, but not other dy-
namic engine movements.
Page 5 - 6 E-BA
Figure 5-3 Installation of hoses

0501-0400MA2.fm
E-BA Page 5 - 7
0501-0400MA2.fm
Page 5 - 8 E-BA
5.1.2 Condensate amount in charge air pipes and air vessels
Water vapour content of the air

[g water / kg air]
100
Intake air Charge air

90
pressure above
80 atmosphere
70
60
50 Relative
max. water content air humidity
of atmosphere (1 bar)
40
30 40%
A
B 30%
20
II
I
10
III
0
10 15 20 25 30 35 40 45 30 35 40 45 50 55 60 65 70
Ambient air temperature [°C] Charge air temperature [°C]
Figure 5-4 Diagram condensate amount
The amount of condensate precipitated from the ning data for emission standard IMO Tier II" is shown in
air can be quite large, particularly in the tropics. It absolute pressure.
depends on the condition of the intake air (temper-
At both points of intersection read out the values
ature, relative air humidity) in comparison to the
[g water/kg air] on the vertically axis.
charge air after charge air cooler (pressure, tem-
perature). The intake air water content I minus the charge air
water content II is the condensate amount A which
Determining the amount of condensate:
will precipitate. If the calculations result is negative
First determine the point I of intersection in the left no condensate will occur.
side of the diagram (intake air) between the corre-
For an example see "Figure 5-4: Diagram condensate
sponding relative air humidity curve and the ambi-
amount": Intake air water content 30 g/kg minus
ent air temperature.
26 g/kg = 4 g of water/kg of air will precipitate.
Secondly determine the point II of intersection in
To calculate the condensate amount during filling
the right side of the diagram (charge air) between
of the starting air vessel just use the 30 bar curve
0501-0300MA2.fm
the corresponding charge air pressure curve and

in a similar procedure.
the charge air temperature. Please note, that
charge air pressure as mentioned in "Section: Plan-
fJ__ Page 5 - 11
Example to determine the amount of water accumulating in the charge-air pipe
Parameter Unit Value
Engine output (P) kW 9,000
Specific air flow (le) kg/kWh 6.9
Ambient air condition (I):Ambient air temperature °C 35

Relative air humidity % 80
Charge air condition (II):Charge air temperature after cooler °C 56

Charge air pressure (overpressure) bar 3.0
Solution acc. to above diagram: Unit Value
Water content of air according to point of intersection (I) kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (II) kg of water/kg of air 0.026
The difference between (I) and (II) is the condensed water amount (A)
A= I – II = 0.030 – 0.026 = 0.004 kg of water/kg of air
Total amount of condensate QA:

QA= A x le x P
QA= 0.004 x 6.9 x 9,000 = 248 kg/h
Table 5-4 Determining the condensate amount in the charge air pipe
Example to determine the condensate amount in the compressed air vessel
Volumetric capacity of tank (V) litre 3,500

m3 3.5
Temperature of air in starting air vessel (T) °C 40

K 313
Air pressure in starting air vessel (p above atmosphere) bar 30

Air pressure in starting air vessel (p absolute) bar 31
N-
------ 31 x 105
2
m
Gas constant for air (R) Nm -

-------------
kgxK 287
Ambient air temperature °C 35
Relative air humidity % 80
Weight of air in the starting air vessel is calculated as follows:

5
pV 31  10  3 5
m = ------------- = ------------------------------------ = 121 kg
0501-0300MA2.fm
RT 287  313
Table 5-5 Determining the condensate amount in the compressed air vessel (1 of 2)
Page 5 - 12 fJ__
Solution acc. to above diagram:
Water content of air according to point of intersection (I) kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002
The difference between (I) and (III) is the condensed water amount (B)
B = I – III
B= 0.030 – 0.002 = 0.028 kg of water/kg of air
Total amount of condensate in the vessel QB:

QB = m x B
QB = 121 * 0.028 = 3.39 kg
Table 5-5 Determining the condensate amount in the compressed air vessel (2 of 2)
0501-0300MA2.fm
fJ__ Page 5 - 13
0501-0300MA2.fm
Page 5 - 14 fJ__
5.2.1 Lube oil system diagram
5.2 Lube oil system

Please see overleaf!
0502-000bMCDEII.fm
I-BB 35/44DF, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 15

0502-000bMCDEII.fm
Figure 5-5 Lube oil system diagram – Inclusive indicator filter
Page 5 - 16 35/44DF, 40/54, 48/60B, 48/60CR, 58/64 I-BB

0502-000bMCDEII.fm
Figure 5-6 Lube oil system diagram – Two-stage automatic filter, without indicator filter
I-BB 35/44DF, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 17

Legend
CF-001 Separator T-021 Sludge tank
CF-003 MDO separator TCV-001 Temperature control valve
FIL-001 Single-/Two-stage automatic filter 1,2,3TR-001 Condensate trap
FIL-002 Indicator filter V-001 By-pass valve
1,2FIL-004 Suction strainer, cone type 2171 Engine inlet
H-002 Preheater 2173 Oil pump inlet
HE-002 Cooler 2175 Oil pump outlet
NRF-001 Non return flap 2197 Drain from oil pan
P-001 Service pump engine driven 2199 Drain from oil pan
P-012 Transfer pump 2598 Vent
P-074 Stand by pump electrically driven 2599 Oil return from turbocharger
P-075 Cylinder lube oil pump 2898 Oil mist pipe from engine
PCV-007 Pressure control valve 7772 Control line to pressure regulating

valve
PSV-004 Safety valve 9197 Dirty oil drain from covering
T-001 Service tank 9199 Dirt oil drain
T-006 Leakage oil collecting tank - -
0502-000bMCDEII.fm
Page 5 - 18 35/44DF, 40/54, 48/60B, 48/60CR, 58/64 I-BB

5.2.1 Lube oil system description

The diagrams represent the standard design of ex-
ternal lube oil service systems, with a combination
of engine mounted and detached, freestanding,
lube oil pump(s). Alternatively, all main lube oil
pumps can be electrically driven, when special re-
quirements are fulfilled.
The internal lubrication of the engine and the tur-
bocharger is provided with a force-feed lubrication
system.
The lubrication of the cylinder liners is designed as
a separate system attached to the engine but
served by the inner lubrication system. In multi-en-
gine plants, for each engine a separate lube oil
system is required.
For dual-fuel engines (gas-diesel engines) a sup-
plement will explain additional specific require-
ments.
Lube oil viscosity/quality

The lube oil specified for the diesel engine opera-
tion has to be carefully selected.
The selection is mainly affected by the used fuel
grade.
Main fuel Lube oil type Viscosity Base No. (BN)

class
Gas Doped (HD) + additives SAE 40 6 – 12 mg KOH/g Depends on

(+MDO/MGO for ignition only) sulphur con-
tent
MGO 12 – 20 mg KOH/g
MDO 12 – 20 mg KOH/g
HFO Medium-alkaline + addi- 30 – 40 mg KOH/g
tives
Table 5-8 Main fuel/lube oil type
For details see "Section 4.2: Specification for lubricating

oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels, page 4-5", "Section 4.3: Speci-
fication for lubricating oil (SAE 40) for operation on heavy
fuel oil (HFO), page 4-11" and when available "Section:
Specification for lubricating oil – Dual-fuel engines".
0502-000aMA2.fm
I-BB Page 5 - 21
T-001/Service tank P-001/P-074/Lube oil pumps

The main purpose for the service tank is to sepa- For ships with a single main engine drive it is pref-
rate air and particles from the lube oil, before being erable to design the lube oil system with a combi-
pumped back to the engine. For the design of the nation of an engine driven lube oil pump
service tank the class requirements have to be (P-001) and an electrically driven stand-by pump
taken in consideration. For design requirements of (P-074) (100 % capacity).
MAN Diesel & Turbo see "Section 5.2.4: Lube oil serv-
For ships with more than one main engine the
ice tank, page 5-37".
electrically driven pump can be dimensioned
smaller, to be used as a priming pump only.
H-002/Lube oil heater – Single main engine
As long as the installed stand-by pump is provid-
The lube oil in the service tank and the system
ing 100 % capacity of the operating pump, the
shall be heated up to 40 °C prior to the engine
class requirement to have an operating pump in
start. A constant circulation of the lube oil with the
spare on board, is fulfilled.
stand-by pump is not recommended.
The main advantages for an engine-driven lube oil
H-002/Lube oil heating – Multi-engine plant pump are:
The lube oil in the tank and the system shall be • Reduced power demand for GenSet/PTO for
heated up to 40 °C during stand-by mode of one normal operation.
engine. A constant circulation through the sepa-
• Continuous lube oil supply during blackout and
rate heater is recommended with a small priming
emergency stop for engine run-out.
pump.
In general additional installations are to be consid-
Suction pipes ered for different pump arrangements:
Suction pipes must be installed with a steady • To comply with the rules of classification socie-
slope and dimensioned for the total resistance (in- ties.
cl. pressure drop for suction filter) not exceeding
• To ensure continuous lube oil supply during
the pump suction head. A non-return flap must be
blackout and emergency stop for engine run-
installed close to the lube oil tank in order to pre-
out.
vent the lube oil backflow when the engine has
been shut off. For engine mounted pumps this For required pump capacities see "Section: Planning
non-return flap must be by-passed by a relief valve data for emission standard IMO Tier II".
(PSV-004, DN50) to protect the pump seals
In case of blackout with engine stop the post lubri-
against high pressure because of counter rotation
cation must be started within 50 min after the en-
(during shut down).
gine has stopped and must persist for minimum
10 min.
FIL-004/Suction strainer
This is required to cool down the bearings of T.C.
The suction strainer protect the lube oil pumps
and hot inner engine components.
against larger dirt particles that may have accumu-
lated in the tank. It is recommended to use a cone
type strainer with a mesh size of 1.5 mm. Two ma-
nometer installed before and after the strainer indi-
cate when manual cleaning of filter becomes
necessary, which should preferably be done in
port.
0502-000aMA2.fm
Page 5 - 22 I-BB
HE-002/Lube oil cooler

Dimensioning
Heat data, flow rates and tolerances are indicated
in "Section: Planning data for emission standard
IMO Tier II".
Additional contamination margin in terms of a
10 % heat transfer coefficient redundancy is to be
considered.
On the lube oil side the pressure drop shall not ex-
ceed 1.1 bar.
Design/Outfitting
The cooler installation must be designed for easy
venting and draining.
TCV-001/Temperature control valve

The valve is to regulate the inlet oil temperature of
the engine. The control valve can be executed with
wax-type thermostats.
Type of Engine Set point Type of temperature Control range

lube oil inlet temperature control valve lube oil inlet temperature
32/40 65 °C Wax thermostat Set point minus 10K

(recommended)
32/44CR
48/60B, 48/60CR 55 °C
51/60DF
58/64
Table 5-9 Temperature control valve
Lube oil cleaning

The cleaning of the circulating lube oil can be di- The system integrated filters protect the diesel en-
vided into two major functions: gine in the main circuit retaining all residues that
will harm the engine. Depending on the filter de-
• Removal of contaminations to keep up the lube
sign, the collected residues are to be removed
oil performance.
from the filter mesh by automatic back flushing,
• Retention of dirt to protect the engine. manual cleaning or changing the filter cartridge.
The removal of combustion residues, water and The retention capacity of the installed filter should
other mechanical contaminations is the major task be as high as possible.
of separators/centrifuges (CF-001) installed in by- For selection of an applicable filter arrangement,
pass to the main lube oil service system of the en- the customer request for operation and mainte-
0502-000aMA2.fm
gine. The installation of a separator per engine is nance, as well as the class requirements, have to
recommended to ensure a continuous separation be taken in consideration.
during engine operation.
I-BB Page 5 - 23
Arrangement principles for lube oil filters

FIL-001/FIL-002
Depending on engine type, the number of installed
main engines in one plant and on the safety stand-
ard wanted by the customer, different arrange-
ment principles for the filters
FIL-001/FIL-002 are possible:
Number of main Engine types Automatic filter Second stage at Indicator filter
engines installed in FIL-001 automatic filter (duplex filter)
one plant FIL-001 FIL-002
Plants with one or 32/40, 48/60B, • Automatic filter with • Required, when no • Required, when no
more main engines 48/60CR, 51/60DF, by-pass indicator filter second barrier at
58/64 FIL-002 installed FIL-001
• Mounted inside • Installed close to the
automatic filter engine
FIL-001 • Additionally possible,
depending on cus-
tomers‘ request
Plants with more than 32/40 only • Automatic filter with- • Recommended, • Not required but addi-
one main engine out by-pass when no indicator fil- tionally possible
• Filter design has to ter FIL-002 installed • Installed close to the
be approved by • Mounted inside engine
MAN Diesel & automatic filter
Turbo FIL-001
• Installed close to the
engine
Plants with one or 32/44CR only • Automatic filter with- • Required • Not possible
more main engine out by-pass • Mounted on engine,
mounted on the inside automatic filter
engine FIL-001
Table 5-10 Arrangement principles for lube oil filters

0502-000aMA2.fm
Page 5 - 24 I-BB
FIL-001/Automatic filter
The automatic back washing filter is to be installed separator suction pipe in a divided compartment
as a main filter. The back washing/flushing of the of the service tank, which provides an efficient final
filter elements has to be arranged in a way that removal of deposits by the separator (see "Section
lube oil flow and pressure will not be affected. The 5.2.4: Lube oil service tank, page 5-37").
flushing discharge (oil/sludge mixture) is led to the
Type of Engine Lube oil automatic filter FIL-001
32/44CR 32/40 32/40, 40/54,

48/60B, 48/60CR,
51/60DF, 58/64
Application • Single-main-engine-plant • Multi-main-engine-plant • Single-main-engine-plant

• Multi-main-engine-plant • Multi-main-engine-plant
Location of the filter • Mounted on the engine • To be installed in the • To be installed in the
external piping system external piping system
close to the engine
Max. mesh width (absolute, 0.034 mm first stage / 0.080 mm second stage
sphere-passing mesh)
Filter surface load According to filter manufacturer
Supply Included Optional Optional
Table 5-11 Automatic filter
As state-of-the-art, automatic filter types are rec- ging condition of the filter. A high differential pres-
ommended to be equipped with an integrated sure has to be indicated as an alarm.
second filtration stage. This second stage protects
For filter mesh sizes and surface loads see "Table
the engine from particles which may pass the first
5-11: Automatic filter".
stage filter elements in case of any malfunction. If
the lube oil system is equipped with a two-stage V-001/Shut-off cock
automatic filter, additional indicator filter FIL-002 This shut-off cock is only to be provided for single-
can be avoided. In case of an automatic filter engine plants. The cock is closed during normal
mounted on engine, an indicator filter cannot be operation. In case the lube oil automatic filter
installed, so the second filter stage inside auto- FIL-001 has to be taken out of operation, the cock
matic filter is essential. As far as the automatic filter can be opened and the automatic filter shut off.
is installed without any additional filters down- Consequently, the automatic filter is by-passed.
stream, before the engine inlet, the filter has to be The lube oil indicator filter FIL-002 temporarily
installed as close as possible to the engine (see takes over the task of the automatic filter. In case
"Table 5-10: Arrangement principles for lube oil filters"). of a two-stage automatic filter without a following
In that case the pipe section between filter and en- indicator filter, there is no by-pass required. Engine
gine inlet must be closely inspected before instal- can run for max. 72 hours with the second filter
lation. This pipe section must be divided and stage, but has to be stopped after. This measure
flanges have to be fitted so that all bends and ensures that disturbances in backwashing do not
welding seams can be inspected and cleaned pri- result in a complete failure of filtering and that the
or to final installation.
0502-000aMA2.fm
main stream filter can be cleaned without inter-

Differential pressure gauges have to be installed, rupting filtering.
to protect the filter cartridges and to indicate clog-
I-BB Page 5 - 25
FIL-002/Indicator filter welding seams can be inspected and cleaned pri-

or to final installation.
The indicator filter is a duplex filter, which must be
cleaned manually. It must be installed down- In case of a two-stage automatic filter, the installa-
stream of the automatic filter, as close as possible tion of an indicator filter can be avoided. Custom-
to the engine. The pipe section between filter and ers who want to fulfil a higher safety level, are free
engine inlet must be closely inspected before in- to mount an additional duplex filter close to the en-
stallation. This pipe section must be divided and gine.
flanges have to be fitted so that all bends and
Type of Engine Lube oil indicator filter FIL-002
32/44CR 32/40 32/40, 40/54,

48/60B, 48/60CR,
51/60DF, 58/64
Application • Single-main-engine-plant • Multi-main-engine-plant • Single-main-engine-plant

• Multi- main-engine-plant • Multi-main-engine-plant
Location of the filter Indicator filter not Indicator filter not To be installed in the
required required external piping system
close to the engine
Max. mesh width (absolute, 0.06 mm

sphere-passing mesh)
Filter surface load According filter manufac-

turer
Supply - - Optional
Table 5-12 Indicator filter
The indicator filter protects the engine also in case The drain connections equipped with shut-off fit-
of malfunctions of the automatic filter. The moni- tings in the two chambers of the indicator filter re-
toring system of the automatic filter generates an turns into the leak oil tank (T-006). Draining will
alarm signal to alert the operating personnel. A remove the dirt accumulated in the casing and
maintenance of the automatic filter becomes nec- prevents contamination of the clean oil side of the
essary. For this purpose the lube oil flow thought filter. For filter mesh sizes and surface loads see
the automatic filter has to be stopped. Single- "Table 5-12: Indicator filter".
main-engine-plants can continue to stay in opera-
tion by by-passing the automatic filter. Lube oil can
still be filtrated sufficiently in this situation by only
using the indicator filter.
In multi-engine-plants, where it is not possible to
by-pass the automatic filter without loss of lube oil
filtration, the affected engine has to be stopped in
this situation.
The design of the indicator filter must ensure that
no parts of the filter can become loose and enter
0502-000aMA2.fm
the engine.
Page 5 - 26 I-BB
Indication and alarm of filters

The automatic filter FIL-001, the indicator duplex pressure switches. The switches are used for pre-
filter FIL-002 and the suction strainer alarm and main alarm. The alarms of the automatic
FIL-004 are equipped with local visual differential filter and indicator/duplex filter are processed in
pressure indicators. The filter FIL-001 and the filter the engine control and safety system and are avail-
FIL-002 are additionally equipped with differential able for the ship alarm system.
Differential pressure between filter inlet and outlet (dp)
dp switch with lower set point is active dp switch with higher

set point is active
Automatic fil- Intermittent flush- This dp switch has to be installed twice if an intermittent The dp main alarm "filter fail-
ter FIL-001 ing type flushing filter is used. The first switch is used for the filter ure" is generated immedi-
(e. g. B & K 6.61) control; it will start the automatic flushing procedure. ately. If the main alarm is still
The second switch is adjusted at the identical set point active after 30 min, the
as the first. Once the second switch is activated, and engine output power will be
after a time delay of approx. 3 min, the dp pre-alarm "fil- reduced automatically.
ter is polluted" is generated. The time delay becomes
necessary to effect the automatic flushing procedure
before and to evaluate its effect.
Continuous flush- The dp pre-alarm: "Filter is polluted" is generated imme-

ing type diately
(e. g. B & K 6.46)
Duplex/Indi- (e. g. B & K 2.05)

cator filter
FIL-002
Table 5-13 Indication and alarm of filters
CF-001/Separator
The lube oil is intensively cleaned by separation in The formula for determining the separator flow
the by-pass thus relieving the filters and allowing rate (Q) is:
an economical design.
The separator (clarifier) should be of the self- 1,0  P  n
cleaning type. The design is to be based on a lube Q
oil quantity of 1.0 l/kW. This lube oil quantity 24
should be cleaned within 24 hours at:
Q Separator flow rate l/h
• HFO-operation 6 – 7 times
P Total engine output kW
• MDO-operation 4 – 5 times
n HFO= 7, MDO= 5, MGO= 5, Gas(+MDO/MGO for
• Dual-fuelengines operating on gas ignition only) = 5
(+MDO/MGO for ignition only) 4 – 5 times
With the evaluated flow rate the size of separator
has to be selected according to the evaluation ta-
ble of the manufacturer. MAN Diesel & Turbo
0502-000aMA2.fm
strictly recommend to use evaluation tables ac-

cording to a "certified flow rate" (CFR). The sepa-
rator rating stated by the manufacturer should be
I-BB Page 5 - 27
higher than the flow rate (Q) calculated according observed. By spilling off exceeding lube oil quanti-
to the above formula. ties upstream of the major components these
components can be sized smaller. The return pipe
Separator equipment
(spilling pipe) from the pressure control valve re-
The preheater H-002 must be able to heat the oil turns into the lube oil service tank.
to 95 °C and the size is to be selected accordingly.
The measurement point of the pressure control
In addition to a PI-temperature control, which
pipe is connected directly to the engine in order to
avoids a thermal overloading of the oil, silting of
measure the lube oil pressure at the engine. In this
the preheater must be prevented by high turbu-
way the pressure losses of filters, pipes and cooler
lence of the oil in the preheater.
are compensated automatically (see "Section: Lube
Control accuracy ± 1 °C. oil system – Pressure control valve."
Cruise ships in arctic waters require larger pre-
TR-001/Condensate trap
heaters. In this case the size of the preheater must
be calculated with a t of 60 K. The condensate traps required for the vent pipes
of the turbocharger, the engine crankcase and the
The freshwater supplied must be treated as spec-
service tank must be installed as close as possible
ified by the separator supplier.
to the vent connections. This will prevent conden-
The supply pumps shall be of the free-standing sate water, which has formed on the cold venting
type, i.e. not mounted on the separator and are to pipes, to enter the engine or service tank.
be installed in the immediate vicinity of the lube oil
See "Section: Lube oil system – Crankcase vent and tank
service tank.
vent".
This arrangement has three advantages:
T-006/Leakage oil tank
• Suction of lube oil without causing cavitation.
Leaked fuel and the dirty oil drained from the lube
• The lube oil separator need not be installed in
oil filter casings is collected in this tank. It is to be
the vicinity of the service tank but can be
emptied into the sludge tank. The content must
mounted in the separator room together with
not be added to the fuel. It is not permitted to add
the fuel oil separators.
lube oil to the fuel.
• Better matching of the capacity to the required
Alternatively, separate leakage oil tanks for fuel
separator throughput.
and lube oil can be installed.
As a reserve for the lube oil separator, the use of
the MDO separator is admissible. For reserve op- P-012 Transfer pump
eration the MDO separator must be converted ac-
The transfer pump supplies fresh oil from the lube
cordingly. This includes the pipe connection to the
oil storage tank to the operating tank. Starting and
lube oil system which must not be implemented
stopping of the pump should preferably be done
with valves or spectacle flanges. The connection is
automatically by float switches fitted in the tank.
to be executed by removable change-over joints
that will definitely prevent MDO from getting into P-075/Cylinder lube oil pump
the lube oil circuit. See also rules and regulations
of classification societies. The pump fitted to the engine is driven by an elec-
tric motor (asynchronous motor
PCV-007/Pressure control valve 380 – 420 V/50 Hz or 380 – 460 V/60 Hz three-
phase AC with pole changing).
By use of the pressure control valve, a constant
lube oil pressure before the engine is adjusted. For the cylinder lubrication MAN Diesel & Turbo
0502-000aMA2.fm
will supply a Control Unit inclusive a pump contac-

The pressure control valve is installed upstream of
tor, with a power consumption of about 0.5 kW for
the lube oil cooler. The installation position is to be
Page 5 - 28 I-BB
pump, control and heating.

This value must be doubled for V-engines, as two
Control Units (one for each row) are supplied in
one cabinet.
Withdrawal points for samples

Points for drawing lube oil samples are to be pro-
vided upstream and downstream of the filters and
the separator, to verify the effectiveness of these
system components.
Piping system
It is recommended to use pipes according to the
pressure class PN 10.
0502-000aMA2.fm
I-BB Page 5 - 29
0502-000aMA2.fm
Page 5 - 30 I-BB
5.2.2 Prelubrication/postlubrication
Prelubrication
The prelubrication oil pump must be switched on
at least 5 minutes before engine start. The prelu-
brication oil pump serves to assist the engine at-
tached main lube oil pump, until this can provide a
sufficient flow rate.
Pressure before engine . . . . . . . . 0.3 – 0.6 bar
Oil temperature . . . . . . . . . . . . . . . . min. 40 °C
Note!
Above mentioned pressure must be ensured
also up to the highest possible lube oil temper-
ature before the engine.
Engine Prelubrication/postlubrication pumps – Minimum needed delivery rates (m3/h)

type Note!
Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C. Consider additional exter-
nal automatic lube oil filter by adding to minimum delivery rates 1/2 of its nominal flushing amount.
No. of cylinders
6L 7L 8L 9L 10L 12V 14V 16V 18V 20V
32/40 24 26 29 31 - 36 40 44 49 -
32/44CR 26 29 31 34 36 37 41 46 50 54
32/44K 26 29 31 34 36 - - - - -
35/44DF 18 20 23 25 28 30 35 40 45 50
48/60B, 35 41 47 53 - 70 82 93 105 -
48/60CR - -
48/60TS
51/60DF 35 41 47 53 - 70 82 93 105 -
58/64 41 48 55 61 - - - - - -
Table 5-8 Delivery rates of prelubrication/postlubrication pumps
Postlubrication
The prelubrication oil pumps are also to be used
for postlubrication when the engine is stopped.
Postlubrication is effected for a period of 15 min.
0502-0300MA2.fm
A-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF, 58/64 Page 5 - 31
0502-0300MA2.fm
Page 5 - 32 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 J-BB

5.2.3 Lube oil outlets

Lube oil drain
Two connections for oil drain pipes are located on
both ends of the engine oil sump, except for
L48/60 and L40/54 – with flexible engine
mounting – with one drain arranged in the middle
of each side.
For an engine installed in the horizontal position,
two oil drain pipes are required, one at the cou-
pling end and one at the free end.
If the engine is installed in an inclined position,
three oil drain pipes are required, two at the lower
end and one at the higher end of the engine oil
sump.
The drain pipes must be kept short. The slanted
pipe ends must be immersed in the oil, so as to
create a liquid seal between crankcase and tank.
Expansion joints
At the connection of the oil drain pipes to the serv-
ice tank, expansion joints are required.
Shut-off butterfly valves

If for lack of space, no cofferdam can be provided
underneath the service tank, it is necessary to in-
stall shut-off butterfly valves in the drain pipes. If
the ship should touch ground, these butterfly
valves can be shut via linkages to prevent the in-
gress of seawater through the engine.
Drain pipes, shut-off butterfly valves with linkages,
expansion joints, etc. are not supplied by the en-
gine builder.
0502-0500MA2.fm
D-AF 32/40, 32/44CR, 35/44DF, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 5 - 33
0502-0500MA2.fm
Page 5 - 34 32/40, 32/44CR, 35/44DF, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 D-AF
Lube oil outlets – Drawings

0502-0501MDSII.fm
Figure 5-7 Lube oil outlets in-line engine
L-BA 48/60B, 48/60CR, 51/60 DF Page 5 - 35

0502-0501MDSII.fm
Figure 5-8 Lube oil outlets V-type engine
Page 5 - 36 48/60B, 48/60CR, 51/60 DF L-BA

5.2.4 Lube oil service tank

The lube oil service tank is to be arranged over the Lube oil preheating
entire area below the engine, in order to ensure
Preheating the lube oil to 40 °C is effected by the
uniform vertical thermal expansion of the whole
preheater of the separator via the free-standing
engine foundation.
pump. The preheater must be enlarged in size if
To provide for adequate degassing, a minimum necessary, so that it can heat the content of the
distance is required between tank top and the service tank to 40 °C, within 4 hours.
highest operating level. The low oil level should still
permit the lube oil to be drawn in free of air if the
ship is pitching severely
• 5° longitudinal inclination for
ship's lengths  100 m
• 7.5° longitudinal inclination for
ship's lengths < 100 m
A well for the suction pipes of the lube oil pumps
is the preferred solution.
The minimum quantity of lube oil for the engine is
1.0 litre/kW. This is a theoretical factor for perma-
nent lube-oil-quality control and the decisive factor
for the design of the by-pass cleaning. The lube oil
quantity, which is actually required during opera-
tion, depends on the tank geometry and the vol-
ume of the system (piping, system components),
and may exceed the theoretical minimum quantity
to be topped up. The low-level alarm in the service
tank is to be adjusted to a height, which ensures
that the pumps can draw in oil, free of air, at the
longitudinal inclinations given above. The position
of the oil drain pipes extending from the engine oil
sump and the oil flow in the tank are to be selected
so as to ensure that the oil will remain in the service
tank for the longest possible time for degassing.
Draining oil must not be sucked in at once.
The man holes in the floor plates inside the service
tank are to be arranged so as to ensure sufficient
flow to the suction pipe of the pump also at low
lube oil service level.
The tank has to be vented at both ends, according
to "Section: Engine supply systems – Crankcase vent and
tank vent".
0502-0600MA2.fm
I-BB 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 37

0502-0600MA2.fm
Figure 5-9 Lube oil service tank_1
Page 5 - 38 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BB

Figure 5-10 Lube oil service tank_2

0502-0600MA2.fm
I-BB 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 39

0502-0600MA2.fm
Page 5 - 40 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BB

5.2.5 Pressure control valve

0502-1000MA2.fm
Figure 5-11 Example: Pressure control valve installation
K-BA 32/40, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 41

0502-1000MA2.fm
Page 5 - 42 32/40, 40/54, 48/60B, 48/60CR, 58/64 K-BA

5.2.6 Lube oil automatic filter
5.2.6 Lube oil automatic filter
Figure 5-12 Example: Lube oil automatic filter

0502-0700MA2.fm
E-BA Page 5 - 43
5.2.7 Lube oil double filter
5.2.7 Lube oil double filter
Figure 5-13 Example: Lube oil double filter
0502-0700MA2.fm
Page 5 - 44 E-BA
5.2.9 Crankcase vent and tank vent

Vent pipes
The vent pipes from the:
• Lube oil service tank
• Engine crankcase
• Turbocharger
are to be arranged according to the following dia-
gram. The required nominal pipe diameters ND of
the vent pipes are to be found in the
legend following the diagram.
Figure 5-14 Crankcase vent and tank vent
Legend
1 Connection crankcase vent
2 Connection turbocharger vent
3 Lubricating oil service tank

0502-0800MGII.fm
4 Condensate trap, continuously open
D-BB 48/60B, 48/60CR, 58/64 Page 5 - 43

Legend
Engine Nominal diameter ND (mm)
A B C D
6L, 7L48/60B, 48/60CR 100 100 65 125
8L, 9L48/60B, 48/60CR 100 100 80 125
12V, 14V48/60B, 48/60CR 100 125 100 150
16V, 18V48/60B, 48/60CR 100 125 125 200
L58/64 100 125 6L = 65; 7 – 9L = 80 150
0502-0800MGII.fm
Page 5 - 44 48/60B, 48/60CR, 58/64 D-BB

5.3.1 Cooling water system diagram
5.3 Water systems

Please see overleaf!
0503-0000MD2.fm
I-BB 48/60B Page 5 - 45

0503-0000MD2.fm
Figure 5-15 Cooling water system diagram – Single engine plant
Page 5 - 46 48/60B I-BB

Legend
Components
1,2D-003 Auxiliary engine HE-034 Cooler for compressor wheel casing
1,2FIL-019 Sea water filter MOV-002 HT cooling water temperature control

valve
1,2FIL-021 Strainer of commissioning MOV-003 Charge air temperature (CHATCO)
H-020 Preheater main engine MOV-004 Preheating module
H-027 Preheater aux. engine MOV-005 Nozzle cooling module
HE-002 Lube oil cooler MOV-016 LT cooling water temperature control

valve
HE-003 Cooler for HT cooling water 1P-002 Pump for HT cooling water (engine
driven)
HE-005 Nozzle cooling water cooler 2P-002 Optional pump for HT cooling water
(electrical driven)
HE-007 Diesel oil cooler 1,2P-062 Sea water pump
HE-008 Charge air cooler (stage 2) 1,2P-076 Pump for LT cooling water
HE-010 Charge air cooler (stage 1) 1,2POF-001 Shut of flap for charge air preheating
(depending on plant)
HE-022 Cooler for governor oil (depending POF-002 Shut off flap for charge air preheating
on plant) (depending on plant)
HE-023 Gearbox lube oil cooler T-002 HT cooling water expansion tank
HE-024 Cooler for LT cooling water T-075 LT cooling water expansion tank
HE-026 Freshwater generator Drains and venting are not shown
Major cooling water engine connections
3171 HT cooling water inlet 34/71/3499 Inlet/outlet nozzle cooling
3172 Reserve (for el. driven HT pump) 4177/4187 Inlet/outlet governor cooler
3177/3181 Charge air preheating 4171/4199 Inlet/outlet charge air cooler (stage 2)
3199 Outlet HT cooling water 4184 Outlet for compressor wheel cooling
Connections to the nozzle cooling water module
N1, N2 Return/feeding of engine nozzle N3, N4 Inlet/outlet LT cooling water

cooling water
0503-0000MD2.fm
I-BB 48/60B Page 5 - 47

Figure 5-16 Cooling water system diagram – Twin engine plant (part 1)
0503-0000MD2.fm
Page 5 - 48 48/60B I-BB

Figure 5-17 Cooling water system diagram – Twin engine plant (part 2)
0503-0000MD2.fm
I-BB 48/60B Page 5 - 49

5.3.2 Cooling water system description

The diagrams showing cooling water systems for LT cooling water system
main engines comprising the possibility of heat uti-
In general the LT cooling water passes through the
lisation in a freshwater generator and equipment
following components:
for preheating of the charge air in a two-stage
charge air cooler during part load operation. • Stage 2 of the two-stage charge-air cooler (HE-
008)
Note!
• Lube oil cooler (HE-002)
The arrangement of the cooling water system
shown here is only one of many possible solu- • Nozzle cooling water cooler (HE-005)
tions. It is recommended to inform MAN • Fuel oil cooler (HE-007)
Diesel & Turbo in advance in case other ar-
rangements should be desired. • Governor cooler (HE-022), optional
For special applications, e. g. GenSets or dual-fuel • Gear lube oil cooler (HE-023) (or e. g. alternator
engines, supplements will explain specific neces- cooling in case of a diesel-electric plant)
sities and deviations. • LT cooling water cooler (HE-024)
For the design data of the system components • Other components such as, e. g., auxiliary en-
shown in the diagram see "Section 2.8: Planning data gines (GenSets)
for emission standard: IMO Tier II, page 2-77".
The system components of the LT cooling water
The cooling water is to be conditioned using a cor- circuit are designed for a max. LT cooling water
rosion inhibitor, see "Section 4.9: Specification for en- temperature of 38 °C with a corresponding sea-
gine cooling water, page 4-37". water temperature of 32 °C (tropical conditions).
LT = Low temperature However, the capacity of the LT cooler (HE-024) is
HT = High temperature determined by the temperature difference be-
tween seawater and LT cooling water. Due to this
Cooler dimensioning, general correlation an LT fresh water temperature of 32 °C
For coolers operated by seawater (not treated wa- can be ensured at a seawater temperature of
ter), lube oil or MDO/MGO on the primary side and 25 °C.
treated freshwater on the secondary side, an ad- To meet the IMO Tier I/IMO Tier II regulations the
ditional safety margin of 10 % related to the heat set point of the temperature regulator valve (MOV-
transfer coefficient is to be considered. If treated 016) is to be adjusted to 32 °C. However this tem-
water is applied on both sides, MAN Diesel & perature will fluctuate and reach at most 38 °C
Turbo does not insist on this margin. with a seawater temperature of 32 °C (tropical
In case antifreeze is added to the cooling water, conditions).
the corresponding lower heat transfer is to be tak- The charge air cooler stage 2 (HE-008) and the
en into consideration. lube oil cooler (HE-002) are installed in series to
The cooler arrangement has to ensure venting and obtain a low delivery rate of the LT cooling water
draining facilities for the cooler. pump (P-076).
High performing turbochargers lead to a high tem-
perature at the compressor wheel. To limit these
temperatures, the compressor wheel casing (HE-
0503-0000MD2.fm
034) is cooled by a low LT water flow. The outlet

(4184) is to be connected separately to the LT ex-
pansion tank in a steady rise.
Page 5 - 50 48/60B I-BB

P-076/LT cooling water pump MOV-016/LT cooling water temperature regulator

The delivery rates of the service and standby This is a motor-actuated three-way regulating
pump are mainly determined by the cooling valve with a linear characteristic. It is to be installed
as a mixing valve. It maintains the LT cooling water
water required for the charge-air cooler stage 2
at set-point temperature, which is 32 °C.
and the other coolers.
The three-way valve is to be designed for a pres-
For operating auxiliary engines (GenSets) in port,
sure loss of 0.3 – 0.6 bar. It is to be equipped with
the installation of an additional smaller pump is
an actuator with normal positioning speed (high
recommendable.
speed not required). The actuator must permit
MOV-003/Temperature control valve for charge air cooler manual emergency adjustment.
This three-way valve is to be installed as a mixing Caution!
valve.
For engine operation with reduced NOx emis-
It serves two purposes: sion, according to IMO Tier I/IMO Tier II re-
1. In engine part load operation the charge air quirement, at 100 % engine load and a
cooler stage 2 (HE-008) is partially or com- seawater temperature of 25 °C
pletely by-passed, so that a higher charge air (IMO Tier I/IMO Tier II reference temperature),
temperature is maintained. an LT cooling water temperature of 32 °C be-
fore charge air cooler stage 2 (HE-008) is to be
2. The valve reduces the accumulation of con- maintained.
densed water during engine operation under
tropical conditions by regulation of the charge Fil-021/Strainer
air temperature. Below a certain intake air tem- In order to protect the engine and system compo-
perature the charge air temperature is kept nents, several strainers are to be provided at the
constant. When the intake temperature rises, places marked in the diagram before taking the
the charge air temperature will be increased ac- engine into operation for the first time. The mesh
cordingly. size is 1 mm.
HE-005/Nozzle cooling water cooler
The three-way valve is to be designed for a pres-
sure loss of 0.3 – 0.6 bar and is to be equipped The nozzle cooling water system is a separate and
with an actuator with high positioning speed. The closed cooling circuit. It is cooled down by LT
actuator must permit manual emergency adjust- cooling water via the nozzle cooling watercooler
ment. (HE-005). For heat data, flow rates and tolerances
see "Section 2.8: Planning data for emission standard:
HE-002/Lube oil cooler
IMO Tier II, page 2-77". For the description of the
For the description see "Section 5.2.2: Lube oil system principal design criteria for coolers see "Paragraph:
description, page 5-19". For heat data, flow rates and Cooler dimensioning, general, page 5-50". For plants
tolerances see "Section 2.8: Planning data for emission with two main engines only one nozzle cooling wa-
standard: IMO Tier II, page 2-77". For the description ter cooler
of the principal design criteria see "Paragraph: Cooler (HE-005) is needed. As an option a compact noz-
dimensioning, general, page 5-50". zle-cooling module (MOD-005) can be delivered,
see "Section 5.3.9: Nozzle cooling water module, page
HE-024/LT cooling water cooler
5-73". For plants with two main engines only one
For heat data, flow rates and tolerances of the nozzle-cooling module is required.
heat sources see "Section 2.8: Planning data for emis-
0503-0000MD2.fm
sion standard: IMO Tier II, page 2-77". For the descrip-
tion of the principal design criteria for coolers see
"Paragraph: Cooler dimensioning, general, page 5-50".
I-BB 48/60B Page 5 - 51

HE-007/MDO/MGO cooler HT Cooling water circuit

This cooler is required to dissipate the heat of the General
fuel injection pumps during MDO/MGO operation.
The HT cooling water system consists of the fol-
For the description of the principal design criteria
lowing coolers and heat exchangers:
for coolers see "Paragraph: Cooler dimensioning, gen-
eral, page 5-50". For plants with more than one en- • Charge air cooler stage 1 (HE-010)
gine, connected to the same fuel oil system, only • Cylinder cooling
one MDO/MGO cooler is required.
• HT cooler (HE-003)
HE-022/Oil cooler for speed governor • Heat utilisation, e. g. freshwater generator
This cooler is required to dissipate the heat in the (HE-026)
hydraulic oil system of the engine speed governor. • HT cooling water preheater (H-020)
The cooler is attached to the governor (attached The HT cooling water pumps can be either of en-
on the engine) and is supplied by MAN Diesel & gine-driven or electrically-driven type. The outlet
Turbo. Data for required LT-cooling water: temperature of the cylinder cooling water at the
• Cooling capacity 5.0 kW engine is to be adjusted to 90 °C.
• LT cooling water flow rate 1.0 m3/h For HT cooling water systems, where more than
one main engine is integrated, each engine should
Note!
be provided with an individual engine driven HT
Not all types of speed governors need to be cooling water pump. Alternatively common electri-
water-cooled. cally-driven HT cooling water pumps may be used
for all engines. However, an individual HT temper-
T-075/LT cooling water expansion tank
ature control valve is required for each engine. The
The effective tank capacity should be high enough total cooler and pump capacities are to be adapt-
to keep approx. 2/3 of the tank content of T-002. ed accordingly.
In case of twin-engine plants with a common cool-
The shipyard is responsible for the correct cooling
ing water system, the tank capacity should be by
water distribution, ensuring that each engine will
approx. 50 % higher. The tanks T-075 and T-002
be supplied with cooling water at the flow rates re-
should be arranged side by side to facilitate instal-
quired by the individual engines, under all operat-
lation. In any case the tank bottom must be in-
ing conditions. To meet this requirement, e. g.,
stalled above the highest point of the LT system at
orifices, flow regulation valves, by-pass systems
any ship inclination. For the recommended instal-
etc. are to be installed where necessary.
lation height see "Table 2-28: Service tanks capacity".
H-001/Preheater
The expansion pipe shall connect the tank with the
suction side of the pump(s), as close as possible. Before starting a cold engine, it is necessary to
It is to be installed in a steady rise to the expansion preheat the waterjacket up to 60 °C.
tank, without any air pockets. Minimum required
For the total heating power required for preheating
diameter is DN 40 for L-engines and DN 50 for
the HT cooling water from 10 °C to 60 °C within 4
V-engines.
hours see "Table 5-13: Heating power".
0503-0000MD2.fm
Page 5 - 52 48/60B I-BB

An electrically driven pump becomes necessary to

Engine type 32/40 48/60B 58/64 circulate the HT cooling water during preheating.
32/44CR 48/60CR
For the required minimum flow rate see "Table 5-14:
51/60DF
Minimum flow rate during preheating and post-cooling".
L+V L+V L
Numbers of Minimum flow rate required during
Min. heating power 6 14 18
cylinders preheating and post-cooling
(kW/cylinder)
Table 5-13 Heating power m3/h
These values include the radiation heat losses 32/40 48/60B 58/64
from the outer surface of the engine. Also a margin 32/44CR 48/60CR
of 20 % for heat losses of the cooling system has 51/60DF
been considered. 6L 7.2 14 17
A secondary function of the preheater is to provide 7L 8.4 16 20
heat capacity in the HT cooling water system dur-
ing engine part load operation. This is required for 8L 9.6 18 23
marine plants with a high freshwater requirement, 9L 10.8 20 26
e. g. on passenger vessels, where frequent load
10L 12.0 - -
changes are common. It is also required for ar-
rangements with an additional charge air preheat- 12V 14.4 28 -
ing by deviation of HT cooling water to the charge
14V 16.8 30 -
air cooler stage 2 (HE-008). In this case the heat
output of the preheater is to be increased by ap- 16V 19.2 30 -
prox. 50 %.
18V 21.6 30 -
20V 24.0 - -
Table 5-14 Minimum flow rate during preheating and

post-cooling
The preheating of the main engine with cooling

water from auxiliary engines is also possible, pro-
vided that the cooling water is treated in the same
way. In that case, the expansion tanks of the two
cooling systems have to be installed at the same
level. Furthermore, it must be checked whether
the available heat is sufficient for preheating the
main engine. This depends on the number of aux-
iliary engines in operation and their load. It is rec-
ommended to install a separate preheater for the
main engine, as the available heat from the auxilia-
ry engines may be insufficient during operation in
the port.
As an option MAN Diesel & Turbo can supply a
compact preheating module (MOD-004). One
module for each main engine is required.
0503-0000MD2.fm
I-BB 48/60B Page 5 - 53

HE-026/Freshwater generator For a stable control mode, the following boundary

conditions must be observed when designing the
The freshwater generator must be switched off au-
HT freshwater system:
tomatically when the cooling water temperature at
the engine outlet drops below 88 °C. • The temperature sensor is to be installed in the
supply pipe to stage 1 of the charge-air cooler.
This will prevent operation of the engine at too low
To ensure instantaneous measurement of the
temperatures.
mixing temperature of the three-way mixing
HE-003/HT cooling water cooler valve, the distance to the valve should be 5 to
For heat data, flow rates and tolerances of the 10 times the pipe diameter.
heat sources see "Section 2.8: Planning data for emis- • The three-way valve (MOV-002) is to be in-
sion standard: IMO Tier II, page 2-77". For the descrip- stalled as a mixing valve. It is to be designed for
tion of the principal design criteria for coolers see a pressure loss of 0.3 – 0.6 bar. It is to be
"Paragraph: Cooler dimensioning, general, page 5-50". equipped with an actuator of high positioning
HT temperature control speed. The actuator must permit manual emer-
gency adjustment.
The HT temperature control system consists of the
following components: • The pipes within the system are to be kept as
short as possible in order to reduce the dead
• The temperature controllers are available as times of the system, especially the pipes be-
software functions inside the Gateway Module tween the three-way mixing valve and the inlet
of SaCoSone. The temperature controllers are of the charge-air cooler stage 1 which, are crit-
operated by the displays at the operating pan- ical for the control.
els as far as it is necessary. From the Interface
Cabinet the relays actuate the control valves. The same system is required for each engine, also
for multi-engine installations with a common HT
• 1 electrically activated three-way mixing valve freshwater system.
with linear characteristic curve (MOV- 002)
In case of a deviating system layout, MAN Diesel &
• 1 temperature sensor TE, directly downstream Turbo is to be consulted.
of the three-way mixing valve in the supply pipe
to charge-air cooler stage 1 (for EDS visualisa- P-002/HT cooling water pumps
tion and control of preheater valve) As an option the engine is available with an at-
• 1 temperature sensor TE, directly downstream tached (engine driven) HT cooling water pump. Al-
of the engine outlet ternatively also electrically driven HT cooling water
pumps can be used.
It serves to maintain the cylinder cooling water
temperature constantly at 90 °C at the engine The standby pump has to be of the electrically
outlet – even in the case of frequent load driven type.
changes – and to protect the engine from exces- It is required to cool down the engine for a period
sive thermal load. of 15 minutes after shut down. For this purpose
For adjusting the outlet water temperature (con- the standby pump can be used. In the case that
stantly to 90 °C) to engine load and speed, the neither an electrically driven HT cooling water
cooling water inlet temperature is controlled. The pump nor an electrically driven standby pump is
electronic water temperature controller recognizes installed (e. g. multi-engine plants with engine driv-
deviations by means of the sensor at the engine en HT cooling water pump without electrically driv-
outlet and afterwards corrects the reference value en HT standby pump, if applicable by the
classification rules), it is possible to cool down the
0503-0000MD2.fm
accordingly.
engine by the separate small preheating pump,
• The electronic temperature controller is in- see "Table 5-14: Minimum flow rate during preheating
stalled in the switch cabinet of the engine room. and post-cooling", or if the optional preheating unit
Page 5 - 54 48/60B I-BB

(MOD-004) with integrated circulation pump is in-

stalled, it is also possible to cool down the engine
with this small pump. However, the pump used to
cool down the engine, has to be electrically driven
and started automatically after engine shut down.
None of the cooling water pumps is a self-priming
centrifugal pump.
Design flow rates should not be exceeded by
more than 15 % to avoid cavitation in the engine
and its systems. A throttling orifice is to be fitted
for adjusting the specified operating point.
FSH-002/Condensate monitoring tank
(not indicated in the diagram)
Only for acceptance by Bureau Veritas:
The condensate deposition in the charge air cool-
er is drained via the condensate monitoring tank.
A level switch releases an alarm when condensate
is flooding the tank.
T-002/HT cooling water expansion tank
The expansion tank compensates changes in sys-
tem volume and losses due to leakages. It is to be
arranged in such a way, that the tank bottom is sit-
uated above the highest point of the system at any
ship inclination. For the required volume of the
tank, the recommended installation height and the
diameter of the connection pipe, see "Table 2-28:
Service tanks capacity".
Tank equipment:
• Sight glass for level monitoring
• Low-level alarm switch
• Overflow and filling connection
• Inlet for corrosion inhibitor
The expansion pipe shall connect the tank with the
suction side of the pump(s), as close as possible.
It is to be installed in a steady rise to the expansion
tank, without any air pockets. Minimum required
diameter is DN 40 for L-engines and DN 50 for
V-engines.
0503-0000MD2.fm
I-BB 48/60B Page 5 - 55

0503-0000MD2.fm
Page 5 - 56 48/60B I-BB

5.3.3 Advanced HT cooling water system for increased freshwater generation

Traditional systems General Requirements, LT System
The cooling water systems presented so far, dem- General requirements for cooling water systems
onstrate a simple and well proven way to cool and components concerning the LT system stay
down the engines internal heat load. the same like for the cooling water systems men-
tioned before.
Traditionally, stage 1 charge air cooler and cylinder
jackets are connected in sequence, so the HT Note!
cooling water circle can work with one pump for
The arrangement of the cooling water system
both purposes.
shown here is only one of many possible solu-
Cooling water temperature is limited to 90 °C at tions. It is recommended to inform MAN
the outlet oft the cylinder jackets, the inlet temper- Diesel & Turbo in advance in case other ar-
ature at the charge air cooler is about 55 to 60 °C. rangements should be desired.
Cooling water flow passing engine block and
HT cooling water circuit
charge air cooler is the same, defined by the inter-
nal design of the cylinder jacket. Following the advanced design, components for
the cylinder cooling will not differ from the tradi-
As one result of this traditional set-up, the possible
tional set-up.
heat recovery for fresh water generation is limited,
especially at part load conditions. Due to the higher temperature level, the water flow
passing the stage 1 charge air cooler has to rise
Advanced systems considerably and for some engine types a bigger
HT charge air cooler as well as a more powerful HT
To improve the benefit of the HT cooling water cir-
charge air cooler pump may be necessary.
cle, this set-up can be changed to an advanced
circuit, with two parallel HT pumps. Note!
Cooling water flow through the cylinder jackets The design data of the cooling water system
and outlet temperature at the engine block is lim- components shown in the following diagram
ited as before, but the extra flow through the are different from "Section: Planning data for emission
charge air cooler can be increased. standard IMO Tier II" and have to be cleared in ad-
vance with MAN Diesel & Turbo.
With two pumps in parallel, the combined cooling
water flow can be more than doubled.
Common inlet temperature for both circles is e.g.
about 78 °C, the mixed outlet temperature can
reach up to 94 °C.
Following this design, the internal heat load of the
engine stays the same, but water flow and tem-
perature level of systems in- and outlet will be
higher, especially at part load conditions.
This improves considerably the use of heat recov-
ery components at high temperature levels, like
e.g. fresh water generators for cruise vessels or
other passenger ships.
0503-0900MDA2.fm
K-BB 48/60B, 48/60CR Page 5 - 57

0503-0900MDA2.fm
Figure 5-18 Advanced HT cooling water system for increased fresh water generation
Page 5 - 58 48/60B, 48/60CR K-BB

Legend
Components
1,2 D-003 Auxiliary engine MOV-001 HT-CW Main temperature control

valve
1,2FIL-019 Sea water filter MOV-002 Cylinder cooling water temperature

control valve
1,2FIL-021 Strainer for commisioning MOV-003 Charge air temperature control

(CHATCO)
H-020 Preheater main engine MOV-004 Prreheating module
H-027 Preheater auxiliary engine MOV-005 Nozzle cooling module
HE-002 Lube oil cooler MOV-016 LT cooling water temperature control

valve
HE-003 Cooler for HT cooling water 1P-002 Pump for HT charge air cooling water
HE-005 Nozzle cooling water cooler 2P-002 Pump for HT cylinder cooling water
HE-007 Diesel oil cooler 1,2P-062 Sea water pump
HE-008 Charge air cooler (Stage 2) 1,2P-076 Pump for LT cooling water
HE-010 Charge air cooler (Stage 1) 1,2POF-001 Shut off flap for charge air preheating
HE-023 Gearbox lube oil cooler POF-002 Shut off flap for charge air preheating
HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank
HE-026 Fresh water generator T-075 LT cooling water expansion tank
Major cooling water engine connections
3171 Inlet cylinder cooler pump 4177 Stand-by pump charge air cooler
3177 Stand-by pump cylinder cooling 4171, 4199 Inlet charge air cooler (Stage 2)
3199 Outlet HT cylinder cooling water 3179, 4179 Inlet pre-heating
3471, 3499 Inlet/outlet nozzle cooling 4184 Outlet for compressor wheel cooling
4173 Inlet charge air cooler pump (Stage 1) 4197 Inlet charge air cooler (Stage 1)
Drains and ventings are not shown.
Connection to the nozzle cooling module
N1, N2 Return/feeding of engine nozzle cooling N3, N4 Inlet/outlet LT cooling water

water
0503-0900MDA2.fm
K-BB 48/60B, 48/60CR Page 5 - 59

0503-0900MDA2.fm
Page 5 - 60 48/60B, 48/60CR K-BB

5.3.4 Cooling water collecting and supply system

T-074/Cooling water collecting tank (not indicated in
the diagram)
The tank is to be dimensioned and arranged in
such a way that the cooling water content of the
circuits of the cylinder, turbocharger and nozzle
cooling systems can be drained into it for mainte-
nance purposes.
This is necessary to meet the requirements with
regard to environmental protection (water has
been treated with chemicals) and corrosion inhibi-
tion (re-use of conditioned cooling water).
P-031/Transfer pump (not indicated in the diagram)

The content of the collecting tank can be dis-
charged into the expansion tanks by a freshwater
transfer pump.
0503-0200MA2.fm
G-AJ 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 63

0503-0200MA2.fm
Page 5 - 64 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 G-AJ

5.3.5 Miscellaneous items

Piping For further information see the turbocharger
project guide. You can also find the latest updates
For piping, black steel pipe should be used. Treat-
on our website www.mandieselturbo.com
ment of the cooling water as specified by MAN
under:"Turbomachinery > Turbocharger > Axial
Diesel & Turbo will safely protect the inner pipe
Flow > TCA Series" and "Turbomachinery >
walls against corrosion.
Turbocharger > Radial Flow > TCR Series".
piping of the system as all additives contained in Sea water pump
the engine cooling water attack zinc.
A self-priming service and standby pump, and a
Moreover, there is the risk of the formation of local harbor pump for the diesel GenSets must be in-
electrolytic element couples where the zinc layer stalled. For calculating the delivery rate, the heat to
has been worn off, and the risk of aeration corro- be dissipated in the LT and HT circuit is to be taken
sion where the zinc layer is not properly bonded to in consideration.
the substrate.
Delivery Volume V:
Please see the instructions in our Work card 6682
000.16-01E for cleaning of steel pipes before fit-
ting. Q
V
Pipe branches must be fitted to discharge in the  t2  t1  cp  1000
direction of flow in a flow-conducive manner. Vent-
ing is to be provided at the highest points of the
pipe system and drain openings at the lowest V Delivery volume m³/h
points. Q Total heat to be dissipated kJ/h
Cooling water pipes are to be designed according t2 – t1 Temperature difference °C
to pressure class PN 6, flanges and engine con-
nections are often designed according to PN 10. cp specific heat 4.2 kJ/kg.°K
The maximum permissible seawater temperature
Turbocharger washing equipment also depends on the type (plates or tubes) and the
The turbocharger of engines operating on heavy corrosion resistance of the coolers and has to be
fuel oil must be washed at regular intervals. This specified by the cooler manufacturer.
requires the installation of a freshwater supply line We recommend that a seawater outlet tempera-
from the sanitary system to the turbine washing ture of 48 °C is not exceeded.
equipment and two dirty-water drain pipes via a
funnel (for visual inspection) to the sludge tank. Sea water filters
The lance must be removed after every washing It protects the system against rough dirt. For ves-
process. This is a precautionary measure, which sels with only one seawater box a reversible du-
serves to prevent an inadvertent admission of wa- plex filter is recommended. The mesh size should
ter to the turbocharger. be in a range of 2 – 4 mm. For dredges operating
The compressor washing equipment is completely predominantly in sandy waters, a mesh size of
mounted on the turbocharger and is supplied with 0.3 – 0.5 mm is recommended.
freshwater from a small tank.
0503-0300MA2.fm
G-BA 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 65

0503-0300MA2.fm
Page 5 - 66 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 G-BA

5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device

The cooler bundle can be cleaned without being
removed. Prior to filling with cleaning solvent, the Designation Manufacturer
charge air cooler and its adjacent housings must Aquabreak PX Unitor Ship Service AS
be isolated from the turbocharger and charge air Mastemyr
pipe using blind flanges. N-1410 Kolbotn/Norway
• The casing must be filled and drained with a big Environclean Unitor Ship Service AS
firehose with shut-off valve (see P & I).
Mastemyr
All piping dimensions execute in DN 80.
N-1410 Kolbotn/Norway
• When contamination with oil, fill the charge air
Enviromate 2000 Drew Chemical Corp.
cooler casing with freshwater and a liquid
Boonton
washing-up additive.
New Jersey/USA
• Input the sono pusher after addition of the
cleaning agent in default dosing portion. Eskaphor N6773 Haug Chemie GmbH
Breite Seite 14 – 16
• Flushing with freshwater (Quantity: approx. 2x 74889 Sinsheim/Germany
to fill in and to drain).
Table 5-18 Recommended cleaning medium
The contaminated water must be cleaned after
every sequence and must be drained into the dirty
water collecting tank.
Increase in differential pressure1) Degree of fouling Cleaning period (guide value)
< 100 mm WC Hardly fouled Cleaning not required
100 – 200 mm WC Slightly fouled approx. 1 hour
200 – 300 mm WC Severely fouled approx. 1.5 hour
> 300 mm WC Extremely fouled approx. 2 hour
Table 5-19 Degree of fouling of the charge-air cooler

1) Increase
in differential pressure = actual condition – New condition
(mm WC = mm water column).
Note! The temperature of these products has, (due to

the fact that some of them are inflammable), to
When using the cleaning agents:
be at 10 °C lower than the respective flash
The instructions of the manufacturers must be point.
observed.
The waste disposal instructions of the manu-
Attention is to be paid to their safety-relevant facturers must be observed.
data sheets. Follow all terms and conditions of the Classifi-
cation Societies.
0503-1100MA2.fm
bJ__ Page 5 - 67
Figure 5-20 Principle layout
Legend
1 Installation ultrasonic cleaning
2 Firehose with sprag nozzle
3 Firehose
4 Dirty water collecting tank1)
5 Ventilation
A Isolation with blind flanges

1) Required size of dirty water collecting tank:
Volume at the least 4-multiple charge air cooler volume.
0503-1100MA2.fm
Page 5 - 68 bJ__
5.3.7 Turbine washing device, HFO-operation

0503-1200MA2.fm
Figure 5-21 Cleaning turbine
L-AJ 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 69

0503-1200MA2.fm
Page 5 - 70 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 L-AJ

5.3.8 Nozzle cooling system and diagram

General If there is not enough room to install the tank at the
prescribed height, an alternative pressure system
In HFO operation, the nozzles of the fuel injection
of modular design is available, permitting installa-
valves are cooled by freshwater circulation, there-
tion at the engine room floor level next to the en-
fore a nozzle cooling water system is required. It is
gine (see system drawing overleaf).
a separate and closed system re-cooled by the LT
cooling water system, but not directly in contact The system is to be closed with an over-/under-
with the LT cooling water. The nozzle cooling water pressure valve on tank top to prevent flashing to
is to be treated with corrosion inhibitor according steam.
to MAN Diesel & Turbo specification see "Section
4.9: Specification for engine cooling water, page 4-31". HE-005/Cooler
Note! The cooler is to be connected in the LT cooling
water circuit according to schematic diagram.
In diesel engines designed to operate preva-
Cooling of the nozzle cooling water is effected by
lently on HFO the injection valves are to be
the LT cooling water.
cooled during operation on HFO. In the case of
MGO or MDO operation exceeding 72 h, the If an antifreeze is added to the cooling water, the
nozzle cooling is to be switched off and the resulting lower heat transfer rate must be taken
supply line is to be closed. The return pipe, into consideration. The cooler is to be provided
however, has to remain open. with venting and draining facilities.
In diesel engines designed to operate exclu- TCV-005/Temperature control valve
sively on MGO or MDO (no HFO operation pos-
sible), nozzle cooling is not required. The The temperature control valve with thermal-ex-
nozzle cooling system is omitted. pansion elements regulates the flow through the
cooler to reach the required inlet temperature of
In dual-fuel engines (liquid fuel and gas) the the nozzle cooling water. It has a regulating range
nozzles are to be cooled according to the en- from approx. 50 °C (valve begins to open the pipe
gine design. from the cooler) to 60 °C (pipe from the cooler
completely open).
P-005/Cooling water pump
The centrifugal (non self-priming) pump discharg- FIL-021/Strainer
es the cooling water via cooler HE-005 and the To protect the nozzles for the first commissioning
strainer FIL-021 to the header pipe on the engine of the engine a strainer has to be provided. The
and then to the individual injection valves. From mesh size is 0.25 mm.
here, it is pumped through a manifold into the ex-
pansion tank from where it returns to the pump. TE/Temperature sensor
One system can be installed for two engines. The sensor is mounted upstream of the engine
and is delivered loose by MAN Diesel & Turbo.
T-076/Expansion tank Wiring to the common engine terminal box is
For the installation height above the crankshaft present.
centreline see "Section: Planning data for emission
standard IMO Tier II".
0503-040aMA2.fm
L-BA 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 71

0503-040aMA2.fm
Figure 5-22 Nozzle cooling system
Page 5 - 72 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 L-BA

Legend
D-001 Diesel engine T-076 Nozzle cooling water expansion tank
FIL-021 Strainer, cooling water system, for com- TCV-005 Temperature control valve for nozzle cool-
missioning ing water
HE-005 Nozzle cooling water cooler FBV-020 Flow balancing valve
P-005 Nozzle cooling water pump 3471 Nozzle cooling water inlet
P-031 Filling pump 3495 Nozzle cooling water drain
T-039 Cooling water storage tank 3499 Nozzle cooling water outlet
0503-040aMA2.fm
L-BA 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 73

0503-040aMA2.fm
Page 5 - 74 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 L-BA

5.3.9 Nozzle cooling water module

Purpose
The nozzle cooling water module serves for cool-
ing the fuel injection nozzles on the engine in a
closed nozzle cooling water circuit.
Design
The nozzle cooling water module consists of a
storage tank, on which all components required
for nozzle cooling are mounted.
Description
By means of a circulating pump, the nozzle cool-
ing water is pumped from the service tank through
a heat exchanger and to the fuel injection nozzles.
The return pipe is routed back to the service tank,
via a sight glass. Through the sight glass, the noz-
zle cooling water can be checked for contamina-
tion. The heat exchanger is integrated in the LT
cooling water system. By means of a temperature
control valve, the nozzle cooling water tempera-
ture upstream of the nozzles is kept constant. The
performance of the service pump is monitored
within the module by means of a flow switch. If re-
quired, the optional standby pump integrated in
the module, is started.
Throughput 0.8 – 10.0 m³/h nozzle cooling water,
suitable for cooling of all number of cylinders of the
engine types 32/40 – 58/64 and single/ double
engine plants.
Required flow rates for the respective engine types
and number of cylinders see "Section: Planning data
for emission standard IMO Tier II".
0503-0500MA2.fm
I-BB 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 75

Figure 5-23 Example: Compact nozzle cooling water module

0503-0500MA2.fm
Page 5 - 76 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BB

0503-0500MA2.fm
Figure 5-24 Nozzle cooling water module
I-BB 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 77

Legend
D-001 Diesel engine T-076 Nozzle cooling water expansion tank
FIL-021 Strainer for commissioning TCV-005 Temperature control valve for nozzle
cooling water
HE-005 Nozzle cooling water cooler 3471 Nozzle cooling water inlet
MOD-005 Nozzle cooling water module 3495 Nozzle cooling water drain
P-005 Nozzle cooling water pump 3499 Nozzle cooling water outlet
T-039 Cooling water storage tank
0503-0500MA2.fm
Page 5 - 78 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BB

5.3.10 Preheating module
Figure 5-25 Example: Compact preheating cooling water module

0503-0800MA2.fm
E-BA Page 5 - 79
0503-0800MA2.fm
Page 5 - 80 E-BA
5.4.1 Marine diesel oil (MDO) treatment system
5.4 Fuel oil system

0504-0000MA2.fm
Figure 5-25 MDO treatment system
D-AF Page 5 - 79
Legend
CF-003 MDO separator P-073 MDO supply pump
H-019 MDO preheater T-015 MDO storage tank
MDO-008 Fuel module T-021 Sludge tank
P-008 Diesel oil supply pump 1, 2 T-003 MDO service tank
P-057 Diesel oil filling pump
0504-0000MA2.fm
Page 5 - 80 D-AF
5.4.2 Marine diesel oil (MDO) supply system for diesel engines
0504-0200MA2.fm
Figure 5-26 Fuel supply (MDO) – Single engine plant
B-BA 32/40, 32/44CR, 40/54, 48/60B, 58/64 Page 5 - 81

Legend
D-001 Diesel engine 1,2 T-003 MDO service tank
FIL-003 Automatic filter T-006 Leakage oil collecting tank
FIL-011 Stand-by filter T-015 Diesel oil storage tank
FSH-001 Leakage fuel oil monitoring tank T-021 Sludge tank
HE-007 MDO cooler 5271 MDO inlet
PCV-008 Pressure retaining valve 5293 Leakage fuel pipe from supervising
1,2 P-008 Supply pumps 5294 Leakage fuel drain
1,2 STR-010 Strainer 5299 MDO outlet
Note!
Engines 32/44CR, 58/64 and L48/60B: FSH-001 attached on the engine, 5293 downstream of FSH-001.
0504-0200MA2.fm
Page 5 - 82 32/40, 32/44CR, 40/54, 48/60B, 58/64 B-BA

0504-0200MA2.fm
Figure 5-27 Fuel supply (MDO) – Twin engine plant
B-BA 32/40, 32/44CR, 40/54, 48/60B, 58/64 Page 5 - 83

Legend
CF-003 MDO separator 1,2 STR-010 Strainer
1,2 D-001 Diesel engine 1,2 T-003 MDO service tank
1,2 FBV-010 Flow balancing valve T-006 Leakage oil collecting tank
FIL-003 Automatic filter T-015 MDO storage tank
FIL-013 Fuel duplex filter T-021 Sludge tank
1,2 FSH-001 Leakage fuel oil monitoring tank 5271 MDO inlet
HE-007 MDO cooler 5293 Leakage fuel pipe from supervising
PCV-008 Pressure retaining valve 5294 Leakage fuel drain
1,2 PCV-011 Spill valve 5299 MDO outlet
1,2 P-008 Supply pumps - -
Note!
• Engines 32/44CR, 58/64 and L48/60B: FSH-001 attached on the engine, 5293 downstream of FSH-0001.
• Engine 32/44CR: FIL-013 attached on the engine, 5271 upstream of FIL-013.
0504-0200MA2.fm
Page 5 - 84 32/40, 32/44CR, 40/54, 48/60B, 58/64 B-BA

5.4.3 Heavy fuel oil (HFO) treatment system

A prerequisite for safe and reliable engine opera- Tank heating
tion with a minimum of servicing is a properly de-
The heating surfaces should be so dimensioned
signed and well-functioning fuel oil treatment
that the tank content can be evenly heated to
system.
75 °C within 6 to 8 hours.
The schematic diagram shows the system com-
ponents required for fuel treatment for HFO. The supply of heat should be automatically con-
trolled, depending upon the fuel oil temperature.
Bunker
In order to avoid:
Fuel compatibility problems are avoidable if mixing
• Agitation of the sludge due to heating, the heat-
of newly bunkered fuel with remaining fuel can be
ing coils should be arranged at a sufficient dis-
prevented by a suitable number of bunkers.
tance from the tank bottom.
Heating coils in bunkers to be designed so that the
• The formation of asphaltene, the fuel oil tem-
HFO in it is at a temperature of at least 10 °C min-
perature should not be allowed to exceed
imum above the pour point.
75 °C.
P-038/Transfer pump • The formation of carbon deposits on the heat-
ing surfaces, the heat transferred per unit sur-
The transfer pump discharges fuel from the bun-
face must not exceed 1.1 W/cm².
kers into the settling tanks. Being a screw pump,
it handles the fuel gently, thus prevent water being Design
emulsified in the fuel. Its capacity must be sized so
The tank is to be fitted with baffle plates in longitu-
that complete settling tank can be filled in
dinal and transverse direction in order to reduce
 2 hours.
agitation of the fuel in the tank in rough seas as far
as possible. The suction pipe of the separator
T-016/Settling tank for HFO
must not reach into the sludge space. One or
Two settling tanks should be installed, in order to more sludge drain valves, depending on the slant
obtain thorough pre-cleaning and to allow fuels of of the tank bottom (preferably 10°), are to be pro-
different origin to be kept separate. vided at the lowest point. Tanks reaching to the
Size ship hull must be heat loss protected by a coffer-
dam. The settling tank is to be insulated against
Pre-cleaning by settling is the more effective the thermal losses.
longer the solid material is given time to settle. The Sludge must be removed from the settling tank
storage capacity of the settling tank should be de- before the separators draw fuel from it.
signed to hold at least a 24-hour supply of fuel at
full load operation, including sediments and water T-021/Sludge tank
the fuel contains.
If disposal by an incinerator plant is not planned,
The minimum volume (V) to be provided is: the tank has to be dimensioned so that it is capa-
ble to absorb all residues which accumulate dur-
ing the operation in the course of a maximum
5.7  P duration of voyage. In order to render emptying of
V
1000 the tank possible, it has to be heated. The heating
V Minimum volume . . . . . . . . . . . . . . . . . . . m³ is to be dimensioned so that the content of the
tank can be heated to approx. 60 °C
0504-0300MA2.fm
P Engine rating . . . . . . . . . . . . . . . . . . . . . . kW
B-BA 32/40, 48/60B, 58/64 Page 5 - 85

P-015/Heavy fuel supply pump Size

The supply pumps should preferably be of the The separators are dimensioned in accordance
free-standing type, i. e. not mounted on the sepa- with the separator manufacturers' guidelines.
rator, as the delivery volume can be matched bet-
The required flow rate (Q) can be roughly deter-
ter to the required throughput.
mined by the following equation:
H-008/Preheater for HFO
To reach the separating temperature a preheater P  be
Q
matched to the fuel viscosity has to be installed. 
CF-002/Separator
Q Separator flow rate l/h
As a rule, poor quality, high viscosity fuel is used.
P Engine rating kW
Two new generation separators must therefore be
installed. be Fuel consumption (see below) g/kWh
From Alfa Laval: Alcap, type SU  Density at separating temp. approx.
0.93 kg/l
From Westfalia: Unitrol, type OSE
Separators must always be provided in sets of 2 of With the evaluated flow rate the size of separator
the same type has to be selected according to the evaluation ta-
ble of the manufacturer. MAN Diesel & Turbo
• 1 service separator strictly recommend to use evaluation tables ac-
• 1 stand-by separator cording to a "certified flow rate" (CFR). The sepa-
rator rating stated by the manufacturer should be
of self-cleaning type. higher than the flow rate (Q) calculated according
As a matter of principle, all separators are to be to the above formula.
equipped with an automatic programme control By means of the separator flow rate which was de-
for continuous desludging and monitoring. termined in this way, the separator type, depend-
Mode of operation ing on the fuel viscosity, is selected from the lists
of the separator manufacturers.
The stand-by separator is always to be put into
service, to achieve the best possible fuel cleaning For determining the maximum fuel consumption
effect with the separator plant as installed. (be), increase the specific table value by 15 %.
The piping of both separators is to be arranged in This increase takes into consideration:
accordance with the makers advice, preferably for
both parallel and series operation. • Tropical conditions
The discharge flow of the free-standing dirty oil • The engine-mounted pumps
pump is to be split up equally between the two • The calorific value fluctuations
separators in parallel operation.
The freshwater supplied must be treated as spec- • The consumption tolerance
ified by the separator supplier.
Points for drawing fuel oil samples are to be pro-
vided upstream and downstream of each separa-
tor, to verify the effectiveness of these system
0504-0300MA2.fm
components.
Page 5 - 86 32/40, 48/60B, 58/64 B-BA

0504-0300MA2.fm
Figure 5-28 HFO treatment system
B-BA 32/40, 48/60B, 58/64 Page 5 - 87

Legend
1, 2 CF-002 Heavy fuel separator (1 service, 1 1, 2 P-018 Heavy fuel transfer pump
standby)
1, 2 H-008 Heavy fuel preheater 1, 2 T-016 Settling tank for heavy fuel oil
MDO-008 Fuel oil module T-021 Sludge tank
1, 2 P-015 Heavy fuel oil supply pump 1, 2 T-022 Service tank for heavy fuel oil1 2 CF-
002
0504-0300MA2.fm
Page 5 - 88 32/40, 48/60B, 58/64 B-BA

5.4.4 Heavy fuel oil (HFO) supply system

To ensure that high-viscosity fuel oils achieve the A remedial measure is adopting a pressurised sys-
specified injection viscosity, a preheating tempera- tem in which the required system pressure is 1 bar
ture is necessary, which may cause degassing above the evaporation pressure of water.
problems in conventional, pressureless systems.
Fuel Injection Temperature after Evaporation Required system

viscosity1) final preheater pressure pressure
mm²/50 °C mm²/s °C bar bar
180 12 126 1.4 2.4
320 12 138 2.4 3.4
380 12 142 2.7 3.7
420 12 144 2.9 3.9
500 14 141 2.7 3.7
700 14 147 3.2 4.2
Table 5-17 Injection viscosity and temperature after final preheater

1)
For fuel viscosity depending on fuel temperature please see "Section 4.8: Viscosity-temperature diagram (VT diagram), page 4-35".
The indicated pressures are minimum require- The heating coils are to be designed for a tank
ments due to the fuel characteristic. Nevertheless, temperature of 75 °C.
to meet the required fuel pressure at the engine in-
The rules and regulations for tanks issued by the
let (see "Section: Planning data for emission standard
classification societies must be observed.
IMO Tier II"), the pressure in the mixing tank and
booster circuit becomes significant higher as indi- T-003/MDO/MGO service tank
cated in this table.
The classification societies specify that at least
T-022/Heavy fuel oil service tank two service tanks are to be installed on board. The
minimum volume of each tank should, in addition
The heavy fuel oil cleaned in the separator is
to the MDO/MGO consumption of the generating
passed to the service tank, and as the separators
sets, enable an eight-hour full load operation of the
are in continuous operation, the tank is always
main engine.
kept filled. To fulfil this requirement it is necessary
Cleaning of the MDO/MGO by an additional sepa-
to fit the heavy fuel oil service tank
rator should, in the first place, be designed to
T-022 with overflow pipes, which are connected
meet the requirements of the diesel alternator sets
with the setting tanks T-016. The tank capacity is
on board. The tank should be provided, like the
to be designed for at least eight-hours' fuel supply
heavy fuel oil service tank, with a sludge space
at full load so as to provide for a sufficient period
with sludge drain valve and with an overflow pipe
of time for separator maintenance. The tank
from the MDO/MGO service tank
should have a sludge space with a tank bottom in-
T-003 to the MDO/MGO storage tank T-015.
clination of preferably 10°, with sludge drain valves
at the lowest point, and is to be equipped with
heating coils.
0504-0400MA2.fm
The sludge must be drained from the service tank

at regular intervals.
J-BB 32/40, 48/60B, 58/64 Page 5 - 89

CK-002/Three way valve The delivery height of the supply pump shall be se-
lected according to the required system pressure
This valve is used for changing over from
(see "Table 5-17: Injection viscosity and temperature af-
MDO/MGO operation to heavy fuel operation and
ter final preheater") the required pressure in the mix-
vice versa. Normally it is operated manually, and it
ing tank and the resistance of the automatic filter,
is equipped with two limit switches for remote in-
flow meter and piping system.
dication and suppression of alarms from the vis-
cosity measuring and control system during
MDO/MGO operation.
STR-010/Y-type strainer
To protect the feed pumps, an approx. 0.5 mm
gauge (sphere-passing mesh) strainer is to be in-
stalled at the suction side of the pump.
P-018/Supply pump
The volumetric capacity must be at least 160 % of
max. fuel consumption.
QP1 = P1 x brISO x f4
Required supply pump delivery capac- QP1 l/h

ity with HFO at 90 °C:
Engine output at 100 % MCR: P1 kW
Specific engine fuel consumption (ISO) brISO g/kWh

at 100 % MCR
Factor for pump dimensioning f4 l/g

• For diesel engines operating on main
fuel HFO:
f4 = 2.00 x 10–3
• For diesel engines installed in
dredges operating on main fuel HFO:
f4 = 2.02 x 10–3
Note!
The factor f4 includes the following parameters:
• 160 % fuel flow
• Main fuel: HFO 380 mm2/50 °C
• Attached lube oil and cooling water pumps
• Tropical conditions
• Realistic lower heating value
• Specific fuel weight at pumping temperature
• Tolerance
In case more than one engine is connected to the
same fuel system, the pump capacity has to be
0504-0400MA2.fm
increased accordingly.
Table 5-18 Simplified supply pump dimensioning
Page 5 - 90 32/40, 48/60B, 58/64 J-BB

Conventional fuel injection

system
32/40,
48/60B, 58/64
Positive pressure at the fuel module inlet due to tank level above fuel module – 0.10
level
Pressure loss of the pipes between fuel module inlet and mixing tank inlet + 0.20
Pressure loss of the automatic filter + 0.80
Pressure loss of the fuel flow measuring device + 0.10
Pressure in the mixing tank + 5.70
Operating delivery height of the supply pump = 6.70
Table 5-19 Example for the determination of the expected operating delivery height of the supply pump
It is recommended to install supply pumps de- Fil-003/Automatic filter

signed for the following pressures:
Only filters have to be used, which cause no pres-
Engines with conventional fuel injection system: sure drop in the system during flushing.
Design delivery height 7.0 bar, design output pres-
sure 7.0 bar g. Conventional fuel
injection system
Engines common rail injection system: Design
32/40,
delivery height 8.0 bar, design output pressure 48/60B,
8.0 bar g. 58/64
HE-025/Finned-tube cooler Filter mesh width (mm) 0.034
If no fuel is consumed in the system while the Design pressure PN10

pump is in operation, the finned-tube cooler pre- Table 5-20 Required filter mesh width (sphere passing
vents excessive heating of the fuel. mesh)
Its cooling surface must be adequate to dissipate
Design criterion is the filter area load specified by
the heat that is produced by the pump to the am-
the filter manufacturer. The automatic filter has to
bient air.
be installed in the plant (is not attached on the en-
PCV-009/Pressure limiting valve gine).
This valve is used for setting the required system

pressure and keeping it constant.
It returns in the case of
• engine shutdown 100 %, and of
• engine full load 37.5 %
of the quantity delivered by the supply pump back
to the pump suction side.
0504-0400MA2.fm
J-BB 32/40, 48/60B, 58/64 Page 5 - 91

T-011/Mixing tank
The mixing tank compensates pressure surges
which occur in the pressurised part of the fuel sys-
tem. For this purpose, there has to be an air cush-
ion in the tank. As this air cushion is exhausted
during operation, compressed air (max. 10 bar)
has to be refilled via the control air connection from
time to time.
Before prolonged shutdowns the system is
changed over to MDO/MGO operation. The tank
volume shall be designed to achieve gradual tem-
perature equalisation within 5 minutes in the case
of half-load consumption.
The tank shall be designed for the maximum pos-
sible service pressure, usually approx. 10 bar and
is to be accepted by the classification society in
question.
The expected operating pressure in the mixing
tank depends on the required fuel oil pressure at
the inlet (see "Section: Planning data for emission stand-
ard IMO Tier II" and the pressure losses of the in-
stalled components and pipes).

system
32/40,
48/60B, 58/64
bar
Required max. fuel pressure at engine inlet + 8.00
Pressure difference between fuel inlet and outlet engine – 2.00
Pressure loss of the fuel return pipe between engine outlet and mixing tank – 0.30
inlet, e. g.
Pressure loss of the flow balancing valve (to be installed only in multi-engine – 0.00
plants, pressure loss approx. 0,5 bar)
Operating pressure in the mixing tank = 5.70
Table 5-21 Example for the determination of the expected operating pressure of the mixing tank
This example demonstrates, that the calculated

operating pressure in the mixing tank is (for all HFO
viscosities) higher than the min. required fuel pres-
sure (see "Table 5-17: Injection viscosity and tempera-
ture after final preheater").
0504-0400MA2.fm
Page 5 - 92 32/40, 48/60B, 58/64 J-BB

P-003/Booster pumps
To cool the engine mounted high pressure injec-
tion pumps, the capacity of the booster pumps
has to be at least 300 % of maximum fuel oil con-
sumption at injection viscosity.
QP2 = P1 x brISO x f5
Required booster pump delivery QP2 l/h

capacity with HFO at 145 °C:
Engine output at 100 % MCR: P1 kWh
Specific engine fuel consumption (ISO) brISO g/kWh

at 100 % MCR
Factor for pump dimensioning f5 l/g

• For diesel engines operating on main
fuel HFO:
f5 = 3.90 x 10–3
• For diesel engines installed in
dredges operating on main fuel HFO:
f5 = 3.94 x 10–3
Note!
The factor f5 includes the following parameters:
• 300 % fuel flow at 100 % MCR
• Main fuel: HFO 380 mm2/50 °C
• Attached lube oil and cooling water pumps
• Tropical conditions
• Realistic lower heating value
• Specific fuel weight at pumping temperature
• Tolerance
In case more than one engine is connected to the
same fuel system, the pump capacity has to be
Table 5-22 Simplified booster pump dimensioning
The delivery head of the booster pump is to be ad-

justed to the total resistance of the booster sys-
tem.
0504-0400MA2.fm
J-BB 32/40, 48/60B, 58/64 Page 5 - 93


system
32/40,
48/60B, 58/64
bar
Pressure difference between fuel inlet and outlet engine + 2.00
Pressure loss of the flow balancing valve (to be installed only in multi-engine + 0.00
plants, pressure loss approx. 0.5 bar)
Pressure loss of the pipes, mixing tank – engine mixing tank, e. g. + 0.50
Pressure loss of the final preheater max. + 0.80
Pressure loss of the indicator filter + 0.80
Operating delivery height of the booster pump = 4.10
Table 5-23 Example for the determination of the expected operating delivery height of the booster pump
It is recommended to install booster pumps de- VI-001/Viscosity measuring and control device
signed for the following pressures:
This device regulates automatically the heating of
Engines with conventional fuel injection system: the final-preheater depending on the viscosity of
Design delivery height 7.0 bar, design output pres- the bunkered fuel oil, so that the fuel will reach the
sure 10.0 bar g. nozzles with the viscosity required for injection.
Engines common rail injection system: Design de-
Fil-013/Duplex filter
livery height 10.0 bar, design output pressure
14.0 bar g. This filter is to be installed upstream of the engine
and as close as possible to the engine.
H-004/Final preheater The emptying port of each filter chamber is to be
fitted with a valve and a pipe to the sludge tank. If
The capacity of the final-preheater shall be deter-
the filter elements are removed for cleaning, the fil-
mined on the basis of the injection temperature at
ter chamber must be emptied. This prevents the
the nozzle, to which 4 K must be added to com-
dirt particles remaining in the filter casing from mi-
pensate for heat losses in the piping.
grating to the clean oil side of the filter.
The piping for both heaters shall be arranged for
separate and series operation. Design criterion is the filter area load specified by
the filter manufacturer.
Parallel operation with half the throughput must be
avoided due to the risk of sludge deposits.
Conventional fuel injection system

32/40, 48/60B, 58/64
Filter mesh width (mm) 0.034
Design pressure PN16
Table 5-24 Required filter mesh width (sphere passing mesh)

0504-0400MA2.fm
Page 5 - 94 32/40, 48/60B, 58/64 J-BB

Engine Type Attached on To be installed in Engine Leakage fuel Leakage fuel moni-
the engine the plant close Type monitoring toring tanks to be
to the engine tanks installed in the plant
attached on close to the engine
L32/40 - X the engine
V32/40 - X L32/40 - X
L48/60B - X V32/40 - X
V48/60B - X L48/60B X -
58/64 - X V48/60B - X
Table 5-25 Position of the duplex filter 58/64 X -
FBV-010/Flow balancing valve (throttle valve) Table 5-26 Position of the leakage fuel monitoring tank
The flow balancing valve at engine outlet is to be T-006/Leakage oil collecting tank for fuel and lube oil
installed only (one per engine) in multi-engine ar-
rangements connected to the same fuel system. It Dirty leak fuel and leak oil are collected in the leak-
is used to balance the fuel flow through the en- age oil collecting tank. It must be emptied into the
gines. Each engine has to be feed with its correct, sludge tank.
individual fuel flow.
Engine type Leak rate for Leak rate for
FSH-001/Leakage fuel monitoring tank HFO MGO
High pressure pump overflow and escaping fuel l/cyl. x h l/cyl. x h

from burst control pipes is carried to the monitor-
32/40 0.5 ... 1.0 0.6 … 1.1
ing tanks from which it is drained into the leakage
oil collecting tank. The float switch mounted in the 48/60B 0.8 ... 1.3 0.9 … 1.5
tanks must be connected to the alarm system.
58/64 1.0 ... 1.5 1.1 … 1.7
All parts of the monitored leakage system (pipes
Table 5-27 Leak rate (fuel and lube oil together) for con-
and monitoring tanks) have to be designed for a ventional injection
fuel rate of 6.7 l/(minxCyl.). The classification soci-
eties require the installation of monitoring tanks for A high flow of dirty leakage oil will occur in case of
unmanned engine rooms. Lloyd's Register specify a pipe break, for short time only (< 1 min). Engine
monitoring tanks for manned engine rooms as will run down immediately after a pipe break alarm.
well. Leakage fuel flows pressure less (by gravity only)
from the engine into this tank (to be installed below
the engine connections). Pipe clogging must be
avoided by trace heating and by a sufficient down-
ward slope.
The content of T-006 must not be added to the en-
gine fuel! It can be burned for instance in a waste
oil boiler.
0504-0400MA2.fm
J-BB 32/40, 48/60B, 58/64 Page 5 - 95


PC = P1 x brISO x f1
Points for drawing fuel oil samples are to be pro- QC = P1 x brISO x f2
vided upstream and downstream of each filter, to
verify the effectiveness of these system compo- Cooler outlet temp. MDO/MGO1): Tout °C
nents. Tout = 45 °C
Dissipated heat of the cooler PC kW

HE-007/CK-003 MDO/MGO cooler/three way cock
MDO flow for thermal dimensioning of Qc l/h
The propose of the MDO/MGO cooler is to ensure the cooler2)
that the viscosity of MDO/MGO will not become
too fluid in engine inlet. Engine output at 100 % MCR P1 kW
With CK-003, the MDO/MGO cooler HE- 007 has Specific engine fuel consumption (ISO) brISO g/kWh
at 100 % MCR:
to be opened when the engine is switched over to
MDO/MGO operation. Factor for dissipated heat f1 kWh/g
That way, the MDO/MGO, which was heated while f1 = 2.01 x 10–5
circulating via the injection pumps, is re-cooled Factor for MDO/MGO flow f2 l/g
before it is returned to the mixing tank f2 = 2.80 x 10–3
T-011. Switching on the MDO/MGO cooler may
be effected only after flushing the pipes with Note!
MDO/MGO. The MDO/MGO cooler is cooled by In case more than one engine is connected to the
LT cooling water. same fuel system, the cooler capacity has to be
The design pressure of the MDO cooler is PN 16.
Table 5-28 Simplified MDO-cooler dimensioning for
engines without common rail (32/40,
48/60B, 58/64)
1) This temperature has to be normally max. 45 °C. Only for
very light MGO fuel types this temperature has to be even
lower in order to preserve the min. admissible fuel viscosity
in engine inlet (see "Section 4.8: Viscosity-temperature diagram
(VT diagram), page 4-35").
2)
The max. MDO/MGO throughput is identical to the de livery
quantity of the installed booster pump.
The cooler has to be dimensioned for a MDO out-

let temperature of 45 °C, for very light MGO
grades even lower outlet temperatures are re-
quired.
0504-0400MA2.fm
Page 5 - 96 32/40, 48/60B, 58/64 J-BB

PCV-011/Pressure limiting valve

In case two engines are operated with one fuel
module, it has to be possible to separate one en-
gine at a time from the fuel circuit for maintenance
purposes. In order to avoid a pressure increase in
the pressurised system, the fuel, which cannot cir-
culate through the shut-off engine, has to be re-
routed via this valve into the return pipe. This valve
is to be adjusted so that rerouting is effected only
when the pressure, in comparison to normal oper-
ation (multi-engine operation), is exceeded.
V-002/Shut-off cock
The stop cock is closed during normal operation
(multi-engine operation). When one engine is sep-
arated from the fuel circuit for maintenance pur-
poses, this cock has to be opened manually.
T-008/Pressure peaks compensation tank

The injection nozzles cause pressure peaks in the
pressurised part of the fuel system. In order to pro-
tect the viscosity measuring and Control Unit,
these pressure peaks have to be equalised by a
compensation tank. The volume of the pressure
peaks compensation tank is 20 I.
Piping
We recommend to use pipes according to PN16
for the fuel system (see "Section 5.1.1: Engine pipe
connections and dimensions, page 5-3").
Material
The casing material of pumps and filters should be
EN-GJS (nodular cast iron), in accordance to the
requirements of the classification societies.
0504-0400MA2.fm
J-BB 32/40, 48/60B, 58/64 Page 5 - 97

0504-0400MA2.fm
Figure 5-29 HFO supply system – Single engine plant
Page 5 - 98 32/40, 48/60B, 58/64 J-BB

Legend
CF-002 Heavy fuel oil separator 1,2P-003 Booster pump
CF-003 Diesel fuel oil separator 1,2P-018 HFO supply pump
CK-002 Switching between MDO and HFO PCV-009 Pressure limiting valve
CK-003 Switching to MDO cooler 1,2STR-010 Strainer
D-001 Diesel engine 1,2T-003 Diesel oil service tank
FIL-003 Fuel oil automatic filter T-006 Leak oil tank
FIL-013 Fuel duplex filter T-008 Fuel oil dumper tank
FQ-003 Flowmeter fuel oil T-011 Fuel oil mixing tank
FSH-001 Leakage fuel oil monitoring tank T-015 Diesel oil storage tank
1,2H-004 Final heater HFO T-016 HFO settling tank
HE-007 Diesel oil/gas oil cooler T-021 Sludge tank
HE-025 Cooler for circulation fuel oil feeding part 1,2T-022 HFO service tank
MOD-008 Fuel oil module VI-001 Viscosimeter
Note!
Engines 58/64 and L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.
0504-0400MA2.fm
J-BB 32/40, 48/60B, 58/64 Page 5 - 99

0504-0400MA2.fm
Figure 5-30 HFO supply system – Twin engine plant
Page 5 - 100 32/40, 48/60B, 58/64 J-BB

Legend
CF-002 Heavy fuel oil separator 1,2 P-018 HFO supply pump
CF-003 Diesel fuel oil separator PCV-009 Pressure limiting valve
CK-002 Switching between MDO and HFO PCV-011 Spill in single engine operation
CK-003 Switching to MDO cooler 1,2 STR-010 Strainer
1,2 FBV-010 Flow balancing valve 1,2 T-003 Diesel oil service tank
FIL-003 Fuel oil automatic filter T-006 Leak oil tank
1,2 FIL-013 Fuel duplex filter T-008 Fuel oil dumper tank
FQ-003 Flowmeter fuel oil T-011 Fuel oil mixing tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-015 Diesel oil storage tank
1,2 H-004 Final heater HFO T-016 HFO settling tank
HE-007 Diesel oil/gas oil cooler T-021 Sludge tank for HFO separator
HE-025 Cooler for circulation fuel oil feeding part 1,2 T-022 HFO service tank
MOD-008 Fuel oil module V-002 Shut-off cock
1,2 P-003 Booster pump VI-001 Viscosimeter
Note!
Engines 58/64 and L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.
0504-0400MA2.fm
J-BB 32/40, 48/60B, 58/64 Page 5 - 101

5.4.5 Fuel supply at blackout conditions
5.4.5 Fuel supply at blackout conditions

Engine operation during short blackout
Engines with conventional fuel injection system:
The air pressure cushion in the mixing tank is suf-
ficient to press fuel from the mixing tank in the en-
gine for a short time.
Engines with common rail injection system: The
feeder pump has to be connected to a safe elec-
trical grid, or an additional air driven booster pump
is to be installed in front of the mixing tank.
Starting during blackout

Engines with conventional fuel injection system:
The engine can start by use of a gravity fuel oil tank
(MDO/MGO).
Engines with common rail injection system: Sup-
ply and booster pump are to be connected to a
save electrical grid, or both pumps are to be air
driven. As an alternative it is also possible to install
in parallel to the main fuel oil system an
MDO/MGO emergency pump. This pump shall be
electrically driven and connected to a save electri-
cal grid, or it shall be air driven.
Note!
A fast filling of hot high pressure injection
pumps with cold MDO/MGO shortly after HFO-
operation will lead to temperature shocks in
the injection system and has to be avoided un-
der any circumstances.
Blackout and/or black-start procedures are to
be designed in a way, that emergency pumps
will supply cold, low viscosity fuel to the en-
gines only after a sufficient blending with hot
HFO, e.g. in the mixing tank.
0504-0400MA2.fm
Page 5 - 102 32/40, 48/60B, 58/64 J-BB

5.5.1 Starting air system
5.5 Compressed air system

Marine main engines 1 T-007, 2 T-007/Starting air vessels
The compressed air supply to the engine plant re- The installation situation of the air vessels must en-
quires air vessels and air compressors of a capac- sure a good drainage of condensed water. Air ves-
ity and air delivery rating which will meet the sels must be installed with a downward slope
requirements of the relevant classification society sufficiently to ensure a good drainage of accumu-
(see "Section: Compressed air system – Starting air ves- lated condensate water.
sels, compressors").
The installation situation also has to ensure that
during emergency discharging of the safety valve
1 C-001, 2 C-001, 3 C-001/Air compressor
no persons can be compromised.
1 service compressor . . . . . . . . . . . . . 1 C-001
It is not allowed to weld supports (or other) on the
1 auxiliary compressor . . . . . . . . . . . . 2 C-001
air vessels. The original design must not be al-
1 Jet Assist compressor . . . . . . . . . . . 3 C-001
tered. Air vessels are to be bedded and fixed by
These are multi-stage compressor sets with safety use of external supporting structures.
valves, cooler for compressed air and condensate
traps. T-018/Air vessel for Jet Assist
The operational compressor is switched on by the Technical notes identical to 1 T-007, 2 T-007/
pressure control at low pressure, respectively starting air vessels.
switched off at max. service pressure.
As an alternative it is possible to omit the separate
A max. service pressure of 30 bar is required. The air vessel for Jet Assist (T-018). In this case, the
standard design pressure of the starting air ves- volume of the starting air vessels (1 T-007,
sels is 30 bar and the design temperature is 2 T-007) must be increased accordingly.
50 °C.
Piping
The service compressor is electrically driven, the
auxiliary compressor may also be driven by a die- The main starting pipe (engine connection 7171),
sel engine. The capacity of both compressors (1 connected to both air vessels, leads to the main
C-001 and 2 C-001) is identical. starting valve (MSV- 001) of the engine.
The total capacity of the compressors has to be A second 30 bar pressure line (engine connection
increased if the engine is equipped with Jet Assist. 7172) with separate connections to both air ves-
This can be met either by providing a larger service sels supplies the engine with control air. This does
compressor, or by an additional compressor not require larger air vessels.
(3 C-001). A line branches off the aforementioned control air
For special operating conditions such as, e. g., pipe to supply other air-consuming engine acces-
dredging service, the capacity of the compressors sories (e. g. lube oil automatic filter, fuel oil filter)
has to be adjusted to the respective requirements with compressed air through a separate 30/8 bar
of operation. pressure reducing station.
A third 30 bar pipe is required for engines with Jet
Assist (engine connection 7177). Depending on
0505-0000MA2.fm
the air vessel arrangement, this pipe can be

branched off from the starting air pipe near engine
E-BB 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 105
or must be connected separately to the air vessel As a rule, compressors of identical ratings should
for Jet Assist. be provided. An emergency compressor, if provid-
ed, is to be disregarded in this respect.
Additional connections on the air vessels are pro-
vided for air requirements of the ship and for the Starting air vessels
horn. The pipes to be connected by the shipyard
The starting air supply is to be split up into not less
have to be supported immediately behind their
than two starting air vessels of about the same
connection to the engine. Further supports are re-
size, which can be used independently of each an-
quired at sufficiently short distance.
other.
Other air consumers for low pressure, auxiliary ap-
For the sizes of the starting air vessels for the re-
plication (e.g. filter cleaning, TC cleaning, pneu-
spective engines see "Section: Compressed air
matic drives) can be connected to the start air
system – Starting air vessels, compressors".
system after a pressure reduction unit.
Diesel-mechanical main engine:
piping of the system. For each non-reversible main engine driving a
C.P.-propeller, or where starting without counter
General requirements of classification societies torque is possible, the stored starting air must be
sufficient for a certain number of starting manoeu-
The equipment provided for starting the engines
vres, normally 6 per engine. The exact number of
must enable the engines to be started from the
required starting manoeuvres depends on the ar-
operating condition 'zero' with shipboard facilities,
rangement of the system and on the special re-
i. e. without outside assistance.
quirements of the classification society.
Compressors
Diesel-electric auxiliary engine:
Two or more starting air compressors must be
For auxiliary marine engines, separate air tanks
provided. At least one of the air compressors must
shall only be installed in case of turbine-driven ves-
be driven independently of the main engine and
sels, or if the auxiliary sets in engine-driven vessels
must supply at least 50 % of the required total ca-
are installed far away from the main plant.
pacity.
Diesel-electric main engine:
The total capacity of the starting air compressors
is to be calculated so that the air volume neces- For each diesel-electric main engine the stored
sary for the required number of starts is topped up starting air must be sufficient for a certain number
from atmospheric pressure within one hour. of starting manoeuvres, normally 6 per engine.
The exact number of required starting manoeuvres
The compressor capacities are calculated as fol-
depends on the number of engines and on the
lows:
special requirements of the classification society.
V  30
P
1000
P Total volumetric capacity of the m³/h

compressors
V Total volume of the starting air ves- litres
sels at 30 bar or 40 bar service
pressure
0505-0000MA2.fm
Page 5 - 106 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 E-BB
Calculation formula for starting air vessels see below
 V 
V   Vst  fDrive   z st  z Safe   Jet  z Jet  tJet  Vsl  z sl  fDrive  pmax  pmin 
 5sec 
V Required vessel capacity litre
Vst Air consumption per nominal start1) litre
fDrive Factor for drive type -

(1.0 = Diesel-mechanic,
1.5 = alternator drive)
zst Number of starts required by the -

classification society
zSafe Number of starts as safety margi -
VJet Assist air consumption per litre

Jet Assist1)
zJet Number of Jet Assist procedures1) -
tJet Duration of Jet Assist procedures sec.
Vsl Air consumption per slow turnlitre -
zsl Number of slow turn manoeuvres -
pmax Maximum starting air pressure bar
pmin Minimum starting air pressure bar

1) Tabulated values see "Section: Compressed air system –
Starting air vessels, compressors".
If other consumers (i. e. auxiliary engines, ship air

etc.) which are not listed in the formula are con-
nected to the starting air vessel, the capacity of
starting air vessel must be increased accordingly,
or an additional separate air vessel has to be in-
stalled.
0505-0000MA2.fm
E-BB 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 107
0505-0000MA2.fm
Figure 5-35 Starting air system
Page 5 - 108 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 E-BB
Legend
1 C-001 Starting air compressor (service) T-018 Vessel for Jet Assist only
2 C-001 Starting air compressor (stand-by) TR-005 Water trap
3 C-001 Compressor for Jet Assist 1, 2, 3 TR-006 Automatic condensate trap
FIL-001 Lube-oil automatic filter 7171 Engine inlet (main starting valve)
FIL-003 Fuel automatic filter 7172 Control air and emergency stop
M-019 Valve for interlocking device 7177 Jet Assist (optional)
MSV-001 Main starting valve 7451 Control air from turning gear
2 T-007 Starting air vessel 7461 Control air to turning gear
TY-001 Typhon 9771 Turbocharger dry cleaning (optional)

0505-0000MA2.fm
E-BB 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 109
0505-0000MA2.fm
Page 5 - 110 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 E-BB
5.5.2 Starting air vessels, compressors

General
The engine requires compressed air for starting,
start-turning, for the Jet Assist function as well as
several pneumatic controls. The design of the
pressure air vessel directly depends on the air
consumption and the requirements of the classifi-
cation societies.
For air consumption see "Table 2-20: Starting air con-
sumption 48/60B" in "Section 2.7.3: Starting air/control
air consumption, page 2-72".
• The air consumption per starting manoeuvre
depends on the inertia moment of the unit. For
alternator plants, 1.5 times the air consumption
per starting manoeuvre has to be expected.
• The above-mentioned air consumption per Jet
Assist activation is valid for a jet duration of 5
seconds. The jet duration may vary between
3 sec and 10 sec, depending on the loading
(average jet duration 5 sec). The air consump-
tion is substantially determined by the respec-
tive turbocharger design.
For more information concerning Jet Assist see
"Section 5.5.3: Jet Assist, page 5-113".
• The air consumption per slow-turn activation
depends on the inertia moment of the unit.
Starting air vessels:
Service pressure . . . . . . . . . . . . . . max. 30 bar
Minimum starting air pressure . . . . .min. 10 bar
Starting air compressors:

The total capacity of the starting air compressors
has to be capable to charge the air receivers from
the atmospheric pressure to full pressure of 30 bar
within one hour.
0505-0200MD2.fm
I-BB 48/60B Page 5 - 109

Propulsion plant with 1 main engine
1. General drive
Starting air vessels and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
Engine 48/60B 6L 7L 8L 9L 12V 14V 16V 18V
Min. required vessel capacity litre 980 1,120 1,225 1,330 1,680 1,925 2,100 2,345
Required vessels litre 2x 500 2x 710 2x 710 2x 710 2x1,000 2x1,000 2x1,250 2x1,250
Min. required compressor m³/h 30 43 43 43 60 60 75 75

capacity
Table 5-29 Starting air vessels, compressors-single-shaft vessel
2. Diesel-mechanical drive without shifting clutch
Starting air vessels and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
Min. required vessel capacity litre 980 1,120 1,225 1,330 1,680 1,925 2,100 2,345
Required vessels litre 2x 500 2x 710 2x 710 2x 710 2x1,000 2x1,000 2x1,250 2x1,250

capacity
Table 5-30 Starting air vessels, compressors-single shaft vessel’
3. Diesel-mechanical drive with shifting clutch
Starting air vessels and compressor capacities (6 starts + 1 safety start, 3 x 5 sec. Jet Assist, 0 slow turn)
Min. required vessel capacity litre 1,580 1,720 2,050 2,160 2,870 3,110 3,290 4,040
Required vessels litre 2x 2x 2x 2x 2x1,500 2x1,750 2x1,750 2x2,000

1,000 1,000 1,000 1,250

capacity
Table 5-31 Starting air vessels, compressors-single shaft vessel

0505-0200MD2.fm
Page 5 - 110 48/60B I-BB

4. Diesel-mechanical drive with shaft-driven alternator (> 50 % Prated)
Min. required vessel capacity litre 1, 980 2,120 2,600 2,710 3,660 3,900 4,080 5,170
Required vessels litre 2x1,000 2x1,250 2x1,500 2x1,500 2x2,000 2x2,000 2x2,250 2x2,500

capacity
5. Diesel-electrical drive
Required vessels litre 2x2,000 2x2,250 2x2,750 2x 2x3,750 2x4,000 2x4,000 2x5,250
2,750
capacity
6. Diesel-electrical drive with frequent load changes e.g. ferries etc.
capacity

0505-0200MD2.fm
I-BB 48/60B Page 5 - 111

7. Diesel-mechanical drive with frequent load changes e.g. ferries etc.
capacity
8. Dredger and high torque applications
capacity
Multiple engine plants

In case of multi-engine plants, the required volume
of the starting air supply is to be fixed in agreement
with the respective classification society.
In this connection, the number of starts required
for each engine is generally reduced.
0505-0200MD2.fm
Page 5 - 112 48/60B I-BB

5.5.3 Jet Assist
5.5.3 Jet Assist

General
Jet Assist is a system for acceleration of the turbo-
charger. By means of nozzles in the turbocharger,
compressed air is directed to accelerate the com-
pressor wheel. This causes the turbocharger to
adapt more rapidly to a new load condition and
improves the response of the engine.
Air consumption
The air consumption for Jet Assist is, to a great ex-
tent, dependent on the load profile of the ship. In
case of frequently and quickly changing load
steps, Jet Assist will be actuated more often than
this will be the case during long routes at largely
constant load.
For air consumption (litre) see "Section: Compressed
air system – Starting air vessels, compressors".
General data
Jet Assist air pressure (overpressure) ........ 4 bar
At the engine connection the pressure is max.
30 bar. The air pressure will reduced on the engine
by an orifice to max. 4 bar (overpressure).
Jet Assist activating time:
3 sec to 10 sec (5 sec in average)
0505-0300MA2_fuer PDF Korrektur_blau.fm
D-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR Page 5 - 113

5.5.3 Jet Assist
Consider temporal distribution of events

For the design of the Jet Assist air supply the tem-
poral distribution of events needs to be consid-
ered, if there might be an accumulation of events.
Following figure shows exemplary for an applica-
tion with 10 manoeuvres per hour five Jet Assist
manoeuvers in rapid succession and five remain-
ing Jet Assist manoeuvres in standard activation.
Figure 5-28 Example: Application diesel-electric marine drive
In this case for the design of the starting air vessels

and compressors it has to be considered that after
finishing of the five Jet Assist manoeuvres within
short time the next Jet Assist manoeuvre (marked)
must be executable.
Dynamic positioning for drilling vessels, cable-laying

vessels, off-shore applications
When applying dynamic positioning, pulsating
load application of > 25 % may occur frequently,
up to 30 times per hour. In these cases, the possi-
bility of a specially adapted, separate compressed
air system has always to be checked.
Air supply
Generally, larger air bottles are to be provided for
the air supply of the Jet Assist.
If the planned load profile is expecting a high re-
quirement of Jet Assist, it should be checked
whether an air supply from the working air circuit,
a separate air bottle or a specially adapted, sepa-
rate compressed air system is necessary or rea-
0505-0300MA2_fuer PDF Korrektur_blau.fm
sonable.
In each case the delivery capacity of the compres-
sors is to be adapted to the expected Jet Assist
requirement per unit of time.
Page 5 - 114 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR D-BD

5.6 Engine room ventilation and combustion air
General information The MAN Diesel & Turbo turbochargers are fitted
with an air intake silencer and can additionally be
Engine room ventilation system equipped with an air filter to meet with special cir-
cumstances, in which case the cleaning intervals
Its purpose is:
for the compressor impeller of the turbocharger
• Supplying the engines and auxiliary boilers with and for the charge air cooler can be extended.
combustion air. This additional air intake filter will retain 95 % of the
particles larger than 10 μm.
• Carrying off the radiant heat from all installed
engines and auxiliaries. In tropical service a sufficient volume of air must be
supplied to the turbocharger(s) at outside air tem-
Combustion air perature. For this purpose there must be an air
duct installed for each turbocharger, with the out-
The combustion air must be free from spray water,
let of the duct facing the respective intake air si-
snow, dust and oil mist.
lencer, separated from the latter by a space of
This is achieved by: 1.5 m. No water of condensation from the air duct
must be allowed to be drawn in by the turbocharg-
• Louvres, protected against the head wind, with
er.
baffles in the back and optimally dimensioned
The air stream must not be directed onto the ex-
suction space so as to reduce the air flow ve-
haust manifold.
locity to 1 – 1.5 m/s.
In intermittently or permanently arctic service (de-
• Self-cleaning air filter in the suction space (re-
fined as: air intake temperature of the engine be-
quired for dust-laden air, e. g. cement, ore or
low +5° C) special measures are necessary
grain carrier), with a medium degree of separa-
depending on the possible minimum air intake
tion, at least G4 according to DIN EN 779.
temperature. For further information see "Section
• Sufficient space between the intake point and 2.3: Engine operation under arctic conditions, page 2-27".
the openings of exhaust air ducts from the en- If necessary, steam heated air preheaters must be
gine and separator room as well as vent pipes provided.
from lube oil and fuel oil tanks and the air intake
For the required combustion air quantity, see "Sec-
louvres. (The influence of winds must be taken
tion: Planning data for emission standard IMO Tier II".
into consideration).
Cross-sections of air supply ducts are to be de-
• Positioning of engine room doors on the ship's signed to obtain the following air flow velocities:
deck so that no oil-laden air and warm engine
• Main ducts 8 – 12 m/s
room air will be drawn in when the doors are
open. • Secondary ducts max. 8 m/s
• Arranging the separator station at a sufficiently Air fans are to be designed so as to maintain a
large distance from the turbochargers. positive air pressure of 50 Pa (5 mm WC) in the
engine room.
The combustion air is normally drawn in from the
engine room.
0506-0000MA2.fm
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Radiant heat
The heat radiated from the main and auxiliary en-
gines, from the exhaust manifolds, waste heat
boilers, silencers, alternators, compressors, elec-
trical equipment, steam and condensate pipes,
heated tanks and other auxiliaries is absorbed by
the engine room air.
The amount of air V required to carry off this radi-
ant heat can be calculated as follows:
Q
V
t  cp  t
V Air required m³/h
Q Heat to be dissipated kJ/h
t Air temperature rise in engine room °C

(10 – 12.5)
cp Specific heat capacity of air (1.01) kJ/kg*k
t Air density at 35 °C (1.15) kg/m³
Ventilator capacity
The capacity of the air ventilators (without separa-
tor room) must be large enough to cover:
• The combustion air requirements of all con-
sumers.
• The air required for carrying off the radiant heat.
A rule-of-thumb applicable to plants operating on
heavy fuel oil is 20 – 24 m3/kWh.
0506-0000MA2.fm
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5.7.1 General information
5.7 Exhaust gas system

Layout • The exhaust piping should be elastically hung
or supported by means of dampers in order to
As the flow resistance in the exhaust system has a
keep the transmission of sound to other parts
very large influence on the fuel consumption and
of the ship to a minimum.
the thermal load of the engine, the total resistance
of the exhaust gas system must not exceed • The exhaust piping is to be provided with water
30 mbar. drains, which are to be kept constantly opened
for draining the condensation water or possible
Permissible values for special cases please con-
leak water from boilers.
tact MAN Diesel & Turbo.
• During commissioning and maintenance work,
The pipe diameter to be selected depends on the
checking of the exhaust gas counter pressure
engine output, the exhaust gas volume, the length
by means of a temporarily connected measur-
and arrangement of the piping as well as the
ing device may become necessary. For this
number of bends. Sharp bends result in very high
purpose, a measuring socket is to be provided
flow resistance and should therefore be avoided. If
approx. 1 – 2 m after the exhaust gas outlet of
necessary, pipe bends must be provided with cas-
the turbocharger at an easily acceptance
cades.
place. Usual pressure measuring devices re-
We recommend a guideline for the exhaust gas
quire a measuring socket size of 1/2". This
velocity in the pipe of 40 m/s.
measuring socket is to be provided as to en-
Installation sure utilisation without any damage to the ex-
When installing the exhaust system, the following haust gas pipe insulation.
points must be observed:
• The exhaust pipes of two or more engines must
not be joined.
• The exhaust pipes must be able to expand. The
expansion joints to be provided for this purpose
are to be mounted between fixed-point pipe
supports installed in suitable positions. One
sturdy fixed-point support must be provided for
the expansion joint on the turbocharger. It
should be positioned, if possible, immediately
above the expansion joint in order to prevent
the transmission of forces to the turbocharger,
resulting from the weight, thermal expansion or
lateral displacement of the exhaust piping.
0507-0000MA2.fm
D-AE Page 5 - 117

0507-0000MA2.fm
Page 5 - 118 D-AE

5.7.2 Components and assemblies

Mode of operation
The silencer operates on the absorption principle
which means that it is effective in a wide frequency
band. The flow path, which runs through the si-
lencer in a straight line, ensures optimum noise re-
duction with minimum flow resistance.
Installation
If possible, the silencer should be installed to-
wards the end of the exhaust line; the exact posi-
tion can be adapted to the space available (from
vertical to horizontal). In case of silencers with
spark arrester, it must be ensured that the cleaning
ports are accessible.
Insulation
The exhaust gas pipe system has to be insulated
to reduce the maximum surface temperature to
the required level and to avoid temperatures below
the dew point. So the complete exhaust gas sys-
tem (from outlet of turbocharger, silencer, boiler to
outlet stack) should be sufficiently insulated, par-
ticularly when burning fuels with high sulphur con-
tent.
Also to avoid temperatures below the dew point,
the exhaust gas piping to the outside, including
boiler and silencer, should be insulated to avoid in-
tensified corrosion and soot deposits on the inte-
rior surface of the exhaust gas pipe. In case of fast
load changes, such deposits might flake off and
be entrained by exhaust in the form of soot flakes.
The rectangular flange connection on the turbo-
charger outlet, as well as the adjacent round flang-
es of the adaptor, must also be covered with
insulating collars, for reasons of safety.
Insulation and covering of the compensator may
not restrict its freedom of movement.
The relevant provisions concerning accident pre-
vention and those of the classification societies
must be observed.
0507-0200MA2.fm
D-AD Page 5 - 119

0507-0200MA2.fm
Page 5 - 120 D-AD

5.8.1 SCR – Selective catalytic reduction
5.8 Exhaust gas aftertreatment – Selective catalytic reduction
5.8.1 SCR – Selective catalytic reduction

The selective catalytic reduction SCR uses ammo- Using urea, the reaction within the exhaust gas
nia (NH3) to convert nitrogen oxides in the exhaust pipe and the catalyst consists of two steps. In the
gas to harmless nitrogen and water within a cata- beginning, the urea decomposes in the hot ex-
lyst. However, ammonia is a hazardous substance haust gas to ammonia and carbon dioxide using
which has to be handled carefully to avoid any the available water in the injected solution and the
dangers for crews, passengers and the environ- heat of the exhaust gas:
ment. Therefore urea as a possible ammonia
(NH2) 2CO + H2O -> 2NH3 + CO2 . . . . . . . . [1]
source came into consideration. Urea is harmless
and, solved in water, it is easy to transport and to The literal NOx-reduction takes place supported
handle. Today, aqueous urea solutions of 32.5 % by the catalyst, where ammonia reduces nitrogen
or 40 % are the choice for SCR operation in mo- oxides to nitrogen and water.
bile applications on land and at sea. 4NO + 4NH3 + O2 -> 4N2 + 6H2O . . . . . . . . [2]
6H2O + 8NH3 -> 7N2 + 12H2O. . . . . . . . . . . [3]
5.8.2 System overview

The MAN SCR system is available in twelve differ-
ent sizes to cover the whole engine portfolio.
Over a pump system urea reaches the dosing unit
from the storage tank. The dosing unit controls the
flow of urea to the injection system based on the
operation of the engine and it furthermore regu-
lates the compressed air flow to the injector.
The reducing agent is sprayed into the exhaust
gas duct by the urea injector. After the injection of
the reducing agent, the exhaust gas flows through
the mixing pipe to the reactor, where the catalytic
reduction takes place. Each reactor is equipped
with a soot blowing system to keep the catalyst
clean of soot.
Scope of supply per system:
• 1 x SCR-reactor with SCR catalyst
• 1 x Dosing unit
• 1 x Mixing device with injection nozzle
• 1 set of soot blowers
• 1 x Control Unit and instrumentation
0508-0000MD2.fm
• 1 x Pump station
gJ__ 48/60B Page 5 - 121

0508-0000MD2.fm
Figure 5-33 P&ID SCR-System
Page 5 - 122 48/60B JJ__

SCR Reactor Each catalyst layer is connected to compressed

air for the soot blowing.
Each engine is equipped with its own SCR reactor
and it is fitted in the exhaust gas piping. The reactor is equipped with a differential pressure
transmitter to control the condition of the catalyst
The material of the reactor casing is carbon steel
elements and a temperature transmitter to control
(S235JR). The SCR-reactor consists of three lay-
the exhaust gas outlet temperature.
ers of honeycombs, an inlet and an outlet flange
and the soot blowing system. For maintenance reasons the reactor has different
manholes.
Figure 5-34 SCR Reactor
The back pressure of the SCR Catalyst is

0508-0000MD2.fm
≤ 15 mbar and the volume flow at 100 % engine

load is 8,640 Nm3/h for a L58/64 engine, per cyl-
inder at IMO conditions.
gJ__ 48/60B Page 5 - 123

Engine Cyl. A [mm] B [mm] L [mm] Weight [kg]
48/60B 6 2,400 2,300 3,900 7,000
48/60B 7 2,400 2,300 3,900 7,000
48/60B 8 2,700 2,600 4,200 8,000
48/60B 9 2,700 2,600 4,200 8,000
48/60B 12 3,000 2,900 4,200 10,000
48/60B 14 3,300 3,300 4,500 13,000
48/60B 16 3,300 3,600 4,800 18,000
48/60B 18 3,300 3,600 4,800 18,000
Table 5-38 SCR Reactor sizes and dimensions
Engine Cyl. Flange outlet [DN] Engine Cyl. Flange outlet [DN]
48/60B 6 900 48/60B 12 1,300
48/60B 7 1,000 48/60B 14 1,400
48/60B 8 1,100 48/60B 16 1,500
48/60B 9 1,100 48/60B 18 1,600
Table 5-39 SCR Reactor flange outlet
Exhaust gas temperature

The fuel sulphur content impacts the working tem-
perature of the SCR system. The "Figure 5-35: Re-
quired temperatures at SCR relating to sulphur content in
fuel oil" shows the tradeoff between the minimum
recommended exhaust gas temperature and the
Sulphur content of the fuel to reach a good effi-
ciency and durability. Exhaust gas temperature is
controlled by charge air blow-off, as shown in "Fig-
ure 2-5: Cold charge air blow-off for selective catalyst op-
eration". The recommended temperatures for an
operation of the SCR system are between 300
and 450 degrees C. During emergency operation
exhaust gas temperature above 500 °C can oc-
cur, therefore Urea injection must be stopped as
Ammonia rather burns than reducing NOx.
0508-0000MD2.fm
Page 5 - 124 48/60B JJ__

Figure 5-35 Required temperatures at SCR relating to sulphur content in fuel oil
0508-0000MD2.fm
gJ__ 48/60B Page 5 - 125

5.8.3 System design data

NOx-Limits according to IMO
nn [1/min] NOx [gNOx/kWh]
IMO Tier I, from 01.01.2000
< 130 17.0
130 – 2,000 45 * nn(–0,2)
>2,000 9.8
IMO Tier II, from 01.01.2011
< 130 14.4
130 – 2,000 45 * nn(–0,23)
>2,000 7.7
IMO Tier III, from 01.01.2016
< 130 3.4
130 – 2,000 9 * nn(–0,2)
>2,000 2.0
Table 5-40 Cycle values for the calculation of the needed

NOx reduction
Urea consumption
With the following equation the urea solution con-
sumption is calculated. The following information
is for indication only.
nn [1/min] Δ cycle value of NOx [gNOx/kWh]
From IMO Tier I to Tier II
< 130 2.6
130 – 2,000 45 * nn(–0,2) – 44*nn(–0,23)
>2,000 2.1
From IMO Tier II to Tier III
< 130 11
130 – 2,000 44 * nn(–0,23) – 9 * nn(–0,2)
>2,000 5.7
Table 5-41 Cycle values to reduce NOx from IMO Tier I to

0508-0000MD2.fm
Tier II and from IMO Tier II to Tier III
Page 5 - 126 48/60B JJ__

As a rough rule of thumb a consumption of 1.7 g

Urea per reduced g NO2 can be used. This re-
quires a 40 weight % aqueous urea solution. This
includes no reduction safety margin.
Urea consumption:
Δ cycle value of NOx [gNOx/kWh] * 1.7 gUrea/gNOx = be[gUrea/kWh]
Urea consumption per day per engine:
P [kW] * avg. load * t * be
PENGINE Engine power output kW
be Specific urea consumption gUrea/kWh
t Time h
Urea solution quality

A 40 % urea solution is the best compromise be-
tween storage requirements and storage capacity.
The urea quality is specified in Table below.
Unit Limits
Urea concentration % mass 40 +/–1 %
Density at 20 °C kg/m3 1,121
Alkalinity as NH3 % mass < 0.3
Biuret % mass < 0.5
Phosphate as PO4 mg/kg < 1.5
Calcium (Ca) mg/kg < 0.8
Iron (Fe) mg/kg < 0.8
Magnesium (Mg) mg/kg < 0.8
Table 5-42 Urea solution quality (DIN 7007 diesel

engines – Nox-reduction agent AUS 32 –
Quality requirements)
0508-0000MD2.fm
gJ__ 48/60B Page 5 - 127

Pressurized air
Soot blowing and urea injection requires pressu-
rized air. Depending on the SCR reactor size the
following amounts are needed:
Engine Cyl. Approx. working air

[m³/h] at 6 bar
48/60 6 90
48/60 7 100
48/60 8 115
48/60 9 130
48/60 12 170
48/60 14 200
48/60 16 220
48/60 18 250
Table 5-43 Pressurized air
0508-0000MD2.fm
Page 5 - 128 48/60B JJ__

======
6 Engine room planning

Page 6 - 1
Page 6 - 2
Engine room planning
6.1.1 General details
6.1 Installation and arrangement

Apart from a functional arrangement of the com- Note!
ponents, the shipyard is to provide for an engine
MAN Diesel & Turbo supplied scope is to be
room layout ensuring good accessibility of the
arranged and fixed by proven technical experi-
components for servicing.
ences as per state of the art. Therefore the
The cleaning of the cooler tube bundle, the emp- technical requirements have to be taken in
tying of filter chambers and subsequent cleaning consideration as described in the following
of the strainer elements, and the emptying and documents subsequential:
cleaning of tanks must be possible without any
• Order related engineering documents
problem whenever required.
• Installation documents of our sub-suppliers for
All of the openings for cleaning on the entire unit,
vendor specified equipment
including those of the exhaust silencers, must be
accessible. • Operating manuals for diesel engines and auxilia-
ries
There should be sufficient free space for tempo-
rary storage of pistons, camshafts, exhaust gas • Project Guides of MAN Diesel & Turbo
turbochargers etc. dismounted from the engine. Any deviations from the principles specified in
Additional space is required for the maintenance the a. m. documents provides a previous ap-
personnel. The panels in the engine sides for in- proval by us.
spection of the bearings and removal of compo-
nents must be accessible without taking up floor Arrangements for fixation and/or supporting of
plates or disconnecting supply lines and piping. plant related equipment attached to the scope
Free space for installation of a torsional vibration supplied by us, not described in the a. m. doc-
meter should be provided at the crankshaft end. uments and not agreed with us are not al-
lowed.
A very important point is that there should be
enough room for storing and handling vital spare For damages due to such arrangements we
parts so that replacements can be made without will not take over any responsibility.
loss of time.
In planning marine installations with two or more
engines driving one propeller shaft through a multi-
engine transmission gear, provision must be made
for a minimum clearance between the engines be-
cause the crankcase panels of each must be ac-
cessible. Moreover, there must be free space on
both sides of each engine for removing pistons or
cylinder liners.
0601-0000MA2.fm
H-AJ Page 6 - 3
0601-0000MA2.fm
Page 6 - 4 H-AJ
6.1.2 Installation drawings

Engine 6+7L48/60B
0601-0200MD2.fm
Figure 6-1 Installation drawing 6+7L48/60B – Turbocharger on coupling side
L-BA 48/60B Page 6 - 5

Engine 6+7L48/60B
0601-0200MD2.fm
Figure 6-2 Installation drawing 6+7L48/60B – Turbocharger on counter coupling side
Page 6 - 6 48/60B L-BA

Engine 8+9L48/60B
0601-0200MD2.fm
Figure 6-3 Installation drawing 8+9L48/60B – Turbocharger on coupling side
L-BA 48/60B Page 6 - 7

Engine 8+9L48/60B
0601-0200MD2.fm
Figure 6-4 Installation drawing 8+9L48/60B – Turbocharger on counter coupling side
Page 6 - 8 48/60B L-BA

Engine 12V, 14V, 16V48/60B

0601-0200MD2.fm
Figure 6-5 Installation drawing 12V, 14V, 16V48/60B – Turbocharger on coupling side
L-BA 48/60B Page 6 - 9

Engine 12V, 14V, 16V48/60B
0601-0200MD2.fm
Figure 6-6 Installation drawing 12V, 14V, 16V48/60B – Turbocharger on counter coupling side
Page 6 - 10 48/60B L-BA

Engine 18V48/60B
0601-0200MD2.fm
Figure 6-7 Installation drawing 18V48/60B – Turbocharger on coupling side
L-BA 48/60B Page 6 - 11

Engine 18V48/60B
0601-0200MD2.fm
Figure 6-8 Installation drawing 18V48/60B – Turbocharger on counter coupling side
Page 6 - 12 48/60B L-BA

6.1.3 Removal dimensions of piston and cylinder liner

0601-0300MDSdf2.fm
Figure 6-9 Piston removal L48/60B, L51/60DF
K-BA 48/60B, 51/60DF Page 6 - 13

0601-0300MDSdf2.fm
Figure 6-10 Cylinder liner removal L48/60B, L51/60DF
Page 6 - 14 48/60B, 51/60DF K-BA

0601-0300MDSdf2.fm
Figure 6-11 Piston removal V48/60B, V51/60DF
K-BA 48/60B, 51/60DF Page 6 - 15

Figure 6-12 Cylinder liner removal V48/60B, V51/60DF

0601-0300MDSdf2.fm
Page 6 - 16 48/60B, 51/60DF K-BA

6.1.4 3D Engine Viewer– A support programme to configure the engine room
6.1.4 3D Engine Viewer–

A support programme to configure the engine room
MAN Diesel & Turbo offers a free-of-charge online
programme for the configuration and provision of
installation data required for installation examina-
tions and engine room planning: The 3D Engine
Viewer and the 3D GenSet Viewer.
Easy-to-handle selection and navigation masks
permit configuration of the required engine type,
as necessary for virtual installation in your engine
room.
In order to be able to use the 3D Engine, respec-
tively GenSet Viewer, please register on our web-
site under:
https://dieselport.mandiesel.com/_layouts/Request-
Forms/Open/CreateUser.aspx
After successful registration, the 3D Engine and
GenSet Viewer is available under
http://dieselport/ProjectTools/3DViewer/display.aspx
by clicking onto the requested application.
In only three steps, you will obtain professional en-
gine room data for your further planning:
• Selection
Select the requested output, respectively the
requested type.
• Configuration
Drop-down menus permit individual design of
your engine according to your requirements.
Each of your configurations will be presented
on the basis of isometric models.
• View
The models of the 3D Engine Viewer and the
3D GenSet Viewer include all essential geomet-
ric and planning-relevant attributes (e. g. con-
nection points, interfering edges, exhaust gas
outlets, etc.) required for the integration of the
model into your project.
The configuration with the selected engines can
0601-1200MD2.fm
now be easily downloaded. For 2D representation

as .pdf or .dxf, for 3D as .dgn, .sat, .igs or 3D-dxf.
J-BB 48/60B Page 6 - 17

Figure 6-13 Selection of engine
Figure 6-14 Preselected standard configuration for a 14 V48/60 B

0601-1200MD2.fm
Page 6 - 18 48/60B J-BB

Figure 6-15 Isometric view for the turbocharger arrangement on the coupling side
Figure 6-16 Dismantling areas

0601-1200MD2.fm
J-BB 48/60B Page 6 - 19

Figure 6-17 Connection points / nozzle ports
0601-1200MD2.fm
Page 6 - 20 48/60B J-BB

6.1.5 Comparison of engine arrangements
Figure 6-18 Charge air cooler removal sidewards - upwards; L48/60B

0601-1000MD2.fm
D-BB 48/60B Page 6 - 21

Figure 6-19 Charge air cooler removal sidewards - upwards; V48/60

0601-1000MD2.fm
Page 6 - 22 48/60B D-BB

6.1.6 Lifting appliance

Lifting gear with varying lifting capacities are to be
provided for servicing and repair work on the en-
gine, turbocharger and charge-air cooler.
Engine
Lifting capacity
Engine type 32/44CR 32/40 48/60B 58/64

48/60CR
51/60DF
Cylinder head with valves kg 568 566 1,124 2,200
Piston with connecting shaft/head 238 230 707 954
Cylinder liner 205 205 663 1,178
Recommended lifting capacity of travelling 1,000 1,000 L = 2,000 3,000

crane V = 2,500
Table 6-1 Lifting capacity
An overhead travelling crane is required which has Crane design

a lifting power equal to the heaviest component
It is necessary that:
that has to be lifted during servicing of the engine.
To choose the recommended crane capacity see • there is an arresting device for securing the
"Table 6-1: Lifting capacity" crane while hoisting if there is a seaway
• there is a two-stage lifting speed
Crane arrangement
Precision hoisting = 0.5 m/min
The rails for the crane are to be arranged in such Normal hoisting = 2 – 4 m/min
a way that the crane can cover the whole of the
Places of storage
engine beginning at the exhaust pipe. The hook
position must reach along the engine axis, past In planning the arrangement of the crane, a stor-
the centreline of the first and the last cylinder, so age space must be provided in the engine room
that valves can be dismantled and installed with- for the dismantled engine components which can
out pulling at an angle. Similarly, the crane must be be reached by the crane. It should be capable of
able to reach the tie rod at the ends of the engine. holding two rocker arm casings, two cylinder cov-
In cramped conditions, eyelets must be welded ers and two pistons. If the cleaning and service
under the deck above, to accommodate a lifting work is to be carried out here, additional space for
pulley. cleaning troughs and work surfaces should be
planned for.
The required crane capacity is to be determined
by the crane supplier.
0601-0400MA2.fm
D-BB Page 6 - 21
Transport to the workshop Turbocharger

Grinding of valve cones and valve seats is carried Hoisting rail
out in the workshop or in a neighbouring room.
A hoisting rail with a mobile trolley is to be provided
Transport rails and appropriate lifting tackle are to over the centre of the turbocharger running parallel
be provided for the further transport of the com- to its axis, into which a lifting tackle is suspended
plete cylinder cover from the storage space to the with the relevant lifting power for lifting the parts,
workshop. For the necessary deck openings, see which are mentioned in the tables (see "Paragraph:
turbocharger casing. Lifting capacity, page 6-21"), to carry out the opera-
tions according to the maintenance schedule.
Turbocharger NR 29/S NR 34/S NA 34/S NA 40/S NA 48/S NA

57/T9
Silencer kg 85 300 300 480 750 1,015
Compressor casing 105 340 340 460 685 720
Rotor plus bearing casing 190 245 270 485 780 1,040
Space for removal of silencer mm 110 + 100 230 + 100 200 + 100 50 + 100 50 + 100 250 + 100
Table 6-2 Hoisting rail for NR/NA turbocharger
Turbocharger TCA 55 TCA 66 TCA 77 TCA 88
Silencer kg 430 800 1,770 2,010
Compressor casing 550 830 1,450 2,500
Space for removal of silencer mm 110 + 100 120 + 100 150 + 100 200 + 100
Table 6-3 Hoisting rail for TCA turbocharger
Turbocharger TCR 20 TCR 22
Silencer kg 76 156
Compressor casing 132 277
Rotor plus bearing casing 152 337
Space for removal of silencer mm 130 + 100 150 + 100
Table 6-4 Hoisting rail for TCR turbocharger
Withdrawal space dimensions

The withdrawal space dimensions shown in our In addition to this measure, another 100 mm are
dimensioned sketch (see "Section: Installation and ar- required for assembly clearance.
rangement – Removal dimensions of piston and cylinder
This is the minimum distance that the silencer
liner" ) and the tables (see "Paragraph: Hoisting rail,
must be from a bulkhead or a tween-deck. We
page 6-22" ) are needed in order to be able to sep-
recommend that a further 300 – 400 mm be
0601-0400MA2.fm
arate the silencer from the turbocharger. The si-

planned for as working space.
lencer must be shifted axially by this distance
before it can be moved laterally.
Page 6 - 22 D-BB
Make sure that the silencer can be removed either Charge-air cooler
downwards or upwards or laterally and set aside,
For cleaning of the charge air cooler bundle, it
to make the turbocharger accessible for further
must be possible to lift it vertically out of the cooler
servicing. Pipes must not be laid in these free
casing and lay it in a cleaning bath.
spaces.
Exception 32/40: The cooler bundle of this engine
Fan shafts is drawn out at the end. Similarly, transport onto
land must be possible.
The engine combustion air is to be supplied to-
wards the intake silencer in a duct ending at a For lifting and transportation of the bundle, a lifting
point 1.5 m away from the silencer inlet. If this duct rail is to be provided which runs in transverse or
impedes the maintenance operations, for instance longitudinal direction to the engine (according to
the removal of the silencer, the end section of the the available storage place), over the centreline of
duct must be removable. Suitable suspension lugs the charge air cooler, from which a trolley with
are to be provided on the deck and duct. hoisting tackle can be suspended
Gallery
If possible the ship deck should reach up to both
sides of the turbocharger (clearance 50 mm) to
obtain easy access for the maintenance person-
nel. Where deck levels are unfavourable, suspend-
ed galleries are to be provided.
Figure 6-17 Air direction
Engine type Weight Length (L) Width (B) Height (H)
kg mm mm mm
L32/40 650 430 1,705 830
L32/44CR 450 520 712 1,014
L48/60 950 730 1,052 1,874
L48/60B, L48/60CR 527 360 1,040 1,959
L51/60DF 1,000 730 1,052 1,904
L58/64 1,250 785 1,116 1,862

0601-0400MA2.fm
Table 6-5 Weights and dimensions of charge air cooler bundle
D-BB Page 6 - 23
0601-0400MA2.fm
Page 6 - 24 D-BB
6.1.7 Major spare parts
Fire band 106 kg; cylinder liner 663 kg Piston 347 kg; piston pin 102 kg
Connecting rod 637 kg Cylinder head 1,016 kg

0601-0500MD2.fm
K-BA 48/60B Page 6 - 27

Major spare parts
0601-0500MD2.fm
Page 6 - 28 48/60B K-BA

Major spare parts

0601-0500MD2.fm
K-BA 48/60B Page 6 - 29

Major spare parts
0601-0500MD2.fm
Page 6 - 30 48/60B K-BA

6.1.8 Arrangement of diesel-electric propulsion plants
Figure 6-21 Example: arrangement with engines V48/60B, V48/60CR

0601-0700MDA2.fm
K-BA 48/60B, 48/60CR Page 6 - 31

Figure 6-22 Example: arrangement with engines L/V 48/60B, 48/60CR
0601-0700MDA2.fm
Page 6 - 32 48/60B, 48/60CR K-BA

Figure 6-23 Example: arrangement with engines L/V 48/60B, 48/60CR

0601-0700MDA2.fm
K-BA 48/60B, 48/60CR Page 6 - 33

0601-0700MDA2.fm
Page 6 - 34 48/60B, 48/60CR K-BA

6.2.1 Example: Ducting arrangement
6.2 Exhaust gas ducting
Figure 6-19 Example: Exhaust gas ducting arrangement

0602-0000MA2.fm
D-AD Page 6 - 37
0602-0000MA2.fm
Page 6 - 38 D-AD
6.2.2 Position of the outlet casing of the turbocharger
Rigidly mounted engine
Design at low engine room height
Figure 6-25 Design at low engine room height and standard design
A mm 704 704 832 832
B 302 302 302 302
C 372 387 432 432
D 914 1,016 1,120 1,120
E 1,332 1,433 1,535 1,535

0602-0200MD2.fm
F 800 850 900 900
Table 6-6 Position of exhaust outlet casing L48/60B
L-BA 48/60B Page 6 - 37

Resiliently mounted engine
Exhaust gas pipe routing
Figure 6-26 Exhaust gas pipe routing
A mm 704 704 832 832
B 302 302 302 302
C 760 847 795 795
D 914 1,016 1,120 1,120
E 2,020 2,200 2,260 2,260
F 762 802 842 842

0602-0200MD2.fm
Table 6-7 Position of exhaust outlet casing L48/60B
Page 6 - 38 48/60B L-BA

Standard design
Figure 6-27 Standard design V-engine
Number of cylinders 12V 14V 16V 18V
A mm 960 960 960 1,140
B 802 902 1,002 1,002
C*) 372 387 432 432
C**) 1,627 1,702 1,776 1,849
D 1,320 1,420 1,520 1,620

*) For rigidly mounted engines.
**) For resiliently mounted engines.
Table 6-8 Position of exhaust gas outlet casing V48/60B

0602-0200MD2.fm
L-BA 48/60B Page 6 - 39

Rigidly mounted engine
Figure 6-28 Design at low engine room height - rigidly mounted engine
A mm 960 960 960 1,140
B 1,332 1,433 1,585 1,485
C 372 387 432 432
D 2 x 914 2 x 1,016 2 x 1,120 2 x 1,120
E 1,300 1,400 1,500 1,500
F 720 750 750 800
Table 6-9 Position of exhaust outlet casing V48/60B

0602-0200MD2.fm
Page 6 - 40 48/60B L-BA

Resiliently mounted engine
Figure 6-29 Design at low engine room height - resiliently mounted engine
A mm 960 960 960 1,140
B 2,060 2,240 2,320 2,270
C 760 847 795 795
D 2 x 914 2 x 1,016 2 x 1,120 2 x 1,120
E 1,300 1,400 1,500 1,500
F 802 852 902 852

0602-0200MD2.fm
Table 6-10 Position of exhaust outlet casing V48/60B
L-BA 48/60B Page 6 - 41

0602-0200MD2.fm
Page 6 - 42 48/60B L-BA

======
7 Propulsion packages
Page 7 - 1
Page 7 - 2
Propulsion packages
7.1 General
7.1 General
MAN Diesel & Turbo standard propulsion packages Due to different and individual aft ship body de-
signs and operational profiles your inquiry and or-
The MAN Diesel & Turbo standard propulsion
der will be carefully reviewed and all given
packages are optimised at 90 % MCR, 100 %
parameters will be considered in an individual cal-
rpm and 96.5 % of the ship speed. The propeller
culation. The result of this calculation can differ
is calculated with the class notation "No Ice" and
from the standard propulsion packages by the as-
high skew propeller blade design. These propul-
sumption of e.g. a higher Ice Class or different de-
sion packages are examples of different combina-
sign parameters.
tions of engines, gearboxes, propellers and shaft
lines according to the design parameters above.
Figure 7-1 MAN Diesel & Turbo standard propulsion package with engine 8L48/60B
0701-0000MD2.fm
K-BA 48/60B Page 7 - 3

Propulsion packages
7.1 General
0701-0000MD2.fm
Page 7 - 4 48/60B K-BA

Propulsion packages
7.2 Dimensions
7.2 Dimensions
Figure 7-2 Propulsion package L48/60B

0702-0000MD2.fm
K-BA 48/60B Page 7 - 5

Figure 7-3
Page 7 - 6
MAN four-stroke standard propulsion program L48/60B (1200kW/Cyl) single screw
Propeller Dimensions in mm Mass in tons
Engine
Output Reduction
MCR at 514 gear type Speed Diam. W - min
Hub type A B C G H I J K M N O Q R V Engine* Gearbox** Shafting***
rpm rpm mm ODF/ODG
RSV-850 VBS 1180 180 4250 10084 7734 8869 1582 3426 2850 1530 2350 1000 850 1990 885 972 674 1629 112,7 10,5 19,9
6L 48/60B
RSV-900 VBS 1280 140 4800 10244 7734 8869 1582 3426 2850 1600 2510 1060 900 2110 957 1025 802 1698 112,7 12,8 24,9
7200 kW
RSV-1120 VBS 1380 100 5600 10664 7734 8869 1582 3426 2850 2020 2930 1320 1120 2560 1030 1081 802 1738 112,7 23,2 30,2
RSV-900 VBS 1280 180 4400 11067 8557 9692 1582 3426 2850 1600 2510 1060 900 2110 957 1025 802 1650 125,7 12,2 24,3
7L 48/60B
RSV-950 VBS 1380 140 5000 11167 8557 9692 1582 3426 2850 1700 2610 1120 950 2220 1030 1081 802 1698 125,7 15,2 29,3
8400 kW
RSV-1180 VBS 1460 100 5850 11517 8557 9692 1582 3426 2850 2050 2960 1360 1180 2720 1100 1136 802 1778 125,7 26,3 34,7
RSV-900 VBS 1280 180 4550 11885 9375 10719 1710 3555 3059 1600 2510 1060 900 2110 957 1025 802 1698 142,8 12,6 25,5
8L 48/60B
RSV-1000 VBS 1380 140 5150 12085 9375 10719 1710 3555 3059 1800 2710 1180 1000 2320 1030 1081 802 1738 142,8 17,0 30,6
48/60B
9600 kW
RSV-1250 VBS 1560 100 6000 12525 9375 10719 1710 3555 3059 2150 3150 1400 1250 2880 1175 1197 796 1778 142,8 29,7 38,3
RSV-950 VBS 1380 180 4700 12805 10195 11539 1710 3555 3059 1700 2610 1120 950 2220 1030 1081 802 1698 156,2 14,7 24,8
9L 48/60B
RSV-1000 VBS 1460 140 5300 12905 10195 11539 1710 3555 3059 1800 2710 1180 1000 2320 1100 1136 802 1778 156,2 17,4 34,6
10800 kW
RSV-1250 VBS 1560 100 6200 13345 10195 11539 1710 3555 3059 2150 3150 1400 1250 2880 1175 1197 796 1831 156,2 30,7 42,4
The propeller diameter is optimised at 90% MCR, 100% rpm and 17.4 * Engine, Flyweel, Coupling
The strength calcuation is made at 100% MCR, 100% rpm and 18.0 kn ** Gearbox
The propeller is calculated according to GL, No Ice with high skew *** Propeller, ODF, 3000mm Stern
Tube, 6000mm Propeller Shaft
MAN Diesel & Turbo four-stroke standard propulsion program L48/60B (1,200 kW/Cyl) single screw
7.2 Dimensions
Propulsion packages
K-BA
0702-0000MD2.fm
Propulsion packages
7.2 Dimensions
0702-0000MD2.fm
Figure 7-4 Propulsion package V48/60B
K-BA 48/60B Page 7 - 7

Figure 7-5
Page 7 - 8
MAN four-stroke standard propulsion program V48/60B (1200kW/Cyl) single screw
Engine Type Propeller Dimensions in mm Mass in tons
Reduction
Output MCR
gear type Speed Diam. W - min
at 514 rpm Hub type A B C I J K M N O Q R V Engine* Gearbox** Shafting***
rpm mm ODF/ODG
RSV-1060 VBS 1460 180 4950 12195 9385 10590 3650 1900 2810 1250 1060 2460 1100 1136 802 1778 197,3 19,9 34,4
12V 48/60B
RSV-1180 VBS 1560 140 5600 12435 9385 10590 3650 2050 3050 1360 1180 2720 1175 1197 796 1778 197,3 27,0 40,2
14400 kW
RSV-1400 VBS 1680 100 6600 12805 9385 10590 3650 2420 3420 1500 1400 3140 1278 1279 796 1881 197,3 42,9 49,3
RSV-1120 VBS 1560 180 5100 13405 10385 11590 3650 2020 3020 1320 1120 2560 1175 1197 796 1778 222,2 23,5 38,6
14V 48/60B
RSV-1250 VBS 1680 140 5850 13535 10385 11590 3650 2150 3150 1400 1250 2880 1278 1274 796 1831 222,2 31,9 50,1
16800 kW
1)
RSV-1500 VBS 1800 100 6850 14055 10385 11590 3650 2550 3670 1700 1500 3380 1367 1332 1913 222,2 48,2 62,7
RSV-1180 VBS 1680 180 5250 14435 11385 12590 3650 2050 3050 1360 1180 2720 1278 1274 796 1831 243,0 26,8 46,5
16V 48/60B 1)
RSV-1320 VBS 1800 140 6050 14905 11385 12590 3650 2400 3520 1450 1320 3020 1367 1332 1913 243,0 37,1 58,8
19200 kW
48/60B
1)
RSV-1600 VBS 1940 100 7100 15155 11385 12590 3650 2650 3770 1850 1600 3560 1458 1447 1966 243,0 57,8 74
RSV-1250 VBS 1680 180 5400 15535 12385 13935 3995 2150 3150 1400 1250 2880 1278 1274 796 1831 274,2 30,9 50,1
18V 48/60B 1)
RSV-1320 VBS 1800 140 6200 15905 12385 13935 3995 2400 3520 1450 1320 3020 1367 1332 1913 274,2 37,4 61,4
21600 kW
1)
RSV-1700 VBS 1940 100 7300 16355 12385 13935 3995 2850 3970 1950 1700 3720 1458 1447 1966 274,2 68,3 77,2
1)
The propeller diameter is optimised at 90% MCR, 100% rpm and19.3 kn Dimensions on r * Engine, Flyweel
The strength calcuation is made at 100% MCR, 100% rpm and 20.0 kn ** Gearbox, Coupling, ODF
The propeller is calculated according to GL, No Ice with high skew *** Propeller, 3000mm Stern Tube, 6000mm Propeller
Shaft
1) Dimensions on request
MAN Diesel & Turbo four-stroke standard propulsion program V48/60B (1,200 kW/Cyl) single screw
7.2 Dimensions
Propulsion packages
K-BA
0702-0000MD2.fm
Propulsion packages
7.3 Propeller layout data
For propeller design please fill in the form "Propel-

ler layout data see "Section 9.8.2: Propeller layout data,
page 9-35" and return it to your sales representa-
tive.
0703-0000MA2.fm
K-BA Page 7 - 9
Propulsion packages
0703-0000MA2.fm
Page 7 - 10 K-BA
Propulsion packages
7.4 Propeller clearance
To reduce the emitted pressure impulses and vi- For ships with slender aft body and favourable in-
brations from the propeller to the hull, MAN flow conditions the lower values can be used
Diesel & Turbo recommend a minimum tip clear- whereas full after body and large variations in
ance see "Section: Foundation – Recommended config- wake field causes the upper values to be used.
uration of foundation".
In twin-screw ships the blade tip may protrude be-
low the base line.
Figure 7-6 Recommended tip clearance
Legend
Hub Dismantling of cap High skew propeller Non-skew propeller Baseline clearance
X mm Y mm Y mm Z mm
VBS 1180 365 15 – 20 % of D 20 – 25 % of D Minimum 50 – 100

VBS 1280 395
VBS 1380 420
VBS 1460 450
VBS 1560 480
VBS 1680 515

0704-0000MA2.fm
VBS 1800 555
VBS 1940 590
K-BA Page 7 - 11
Propulsion packages
0704-0000MA2.fm
Page 7 - 12 K-BA
======
8 Diesel-electric propulsion plants

Kapiteltitel 8 DEPP M2.fm
Page 8 - 1
Page 8 - 2
Kapiteltitel 8 DEPP M2.fm
Diesel-electric propulsion plants
8.1 Advantages of diesel-electric propulsion
Due to different and individual types, purposes • Reduced life cycle cost, resulting from lower
and operational profiles of diesel-electric driven operational and maintenance costs.
vessels the design of a diesel-electric propulsion
• Improved manoeuvrability and station-keeping
plant differs a lot and has to be evaluated case by
ability, by deploying special propulsors such as
case. All the following is for information purpose
azimuth thrusters or pods. Precise control of
only and without obligation.
the electrical propulsion motors controlled by
In general the advantages of diesel-electric pro- frequency converters.
pulsion can be summarized as follows:
• Increased payload, as diesel-electric propul-
• Lower fuel consumption and emissions due to sion plants take less space.
the possibility to optimise the loading of diesel
• More flexibility in location of diesel en-
engines/GenSets. The GenSets in operation
gine/GenSets and propulsors. The propulsors
can run on high loads with high efficiency. This
are supplied with electric power through ca-
applies especially to vessels which have a large
bles. They do not need to be adjacent to the
variation in load demand, for example for an
diesel engines/GenSets.
offshore supply vessel, which divides its time
between transit and station-keeping (DP) oper- • Low propulsion noise and reduced vibrations.
ation. For example a slow speed E-motors allows to
avoid gearboxes and propulsors like pods keep
• High reliability, due to multiple engine redun-
most of the structure bore noise outside of the
dancy. Even if an engine/GenSet malfunctions,
hull.
there will be sufficient power to operate the
vessel safely. Reduced vulnerability to single • Efficient performance and high motor torques,
point of failure providing the basis to fulfil high as the system can provide maximum torque
redundancy requirements. also at slow speeds, which gives advantages
for example in icy conditions.
0810-0000MA2.fm
C-BB 28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64 Page 8 - 3

0810-0000MA2.fm
Page 8 - 4 28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64 C-BB

8.2 Efficiencies in diesel-electric plants
A diesel-electric propulsion plant consists of

standard electrical components. The following ef-
ficiencies are typical:

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+$ +$

& (
:

'
100% 90,3 -

3% 1% 92,3%
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"!
0,2% 1,5% 3% - 4% &!

+$ (

+$&=>
"!&$
:

:

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Figure 8-1 Typical efficiencies of diesel-electric plants

0820-0000MA2.fm

0820-0000MA2.fm

8.3 Components of a diesel-electric propulsion plant
Figure 8-2 Example: Diesel-electric propulsion plant
Legend
1 GenSets: Diesel engines + alternators
2 Main switchboards
3 Supply transformers (optional): Dependent on the type of the converter. Not needed in case of the
use of frequency converters with an Active Front End/Sinusoidal Drive
4 Frequency converters/drives
5 Electric propulsion motors
6 Gearboxes (optional): Dependent on the speed of the E-propulsion motor
7 Propellers/propulsors
0830-0000MA2.fm

0830-0000MA2.fm

8.4 Diesel-electric plant design
Generic workflow how to design a diesel-electric propulsion plant

:
Start
x Type of vessel
x Propulsion type: Shaft line, thruster, pod, …
Ship basic data
x Propeller type: FPP, CPP
x Operational profile
x Class notation: Propulsion redundancy, ice class, …
x Ship design points

Speed – power estimation
x Propulsion power: At sea, maneuvering, at port, …
x Sea margin
x Electrical power: At sea, maneuvering, at port, …

x Efficiency of DE plant: Typically = 91%
Electrical load analysis
x Efficiency of alternators: Typically = 96% - 97%
x Number and type of engines / gensets: Installed power

x Max. allowed loading of engines: % of MCR
Engine selection
x Maintenance of engines: At sea operation, at port, …
x Frequency choice: 50 / 60 Hz
Switchboard layout x Voltage choice: Low voltage, medium voltage
x Number of switchboard sections
x Alternator parameters: cos M, xd”
x Selection of converter type: PWM, LCI, Sinusoidal, …

x Selection of pulse number: 6p, 12p, 24p
Drive & propulsion motor x Selection of supply transformer: Investigate transformer less
layout configuration (Active Front End)
x Selection of E-propulsion motor type and no. of windings
x THD mitigation method
x Check Isc” : Increase voltage, optimize xd”, …

x Check availability of reactive power: Change number/type of alternators,
Countercheck DE
cos M, …
plant
x Check THD limits: Increase pulse number, add filters, …
0840-0000MA2.fm
End

The requirements of a project will be considered in

an application specific design, taking into account
the technical and economical feasibility and later
operation of the vessel. In order to provide you
with appropriate data, please fill the form "diesel-
electric plant layout data" see "Section 9.8.1: Diesel-
electric plant layout data, page 9-29" or
http://www.mandieselturbo.com/0000855/
Products/Marine-Engines-and-Systems/
GenSet-and-Diesel-Electric-Drives/
Diesel-Electric--Plant.html and return it to your
sales representative.
0840-0000MA2.fm

8.5 Engine selection
The engines for a diesel-electric propulsion plant

have do be selected accordingly to the maximum
power demand at the design point. For a concept
evaluation the rating, the capability and the loading
of engines can be calculated like this:
Example: Offshore Construction Vessel (at design
point)
• Propulsion power demand (at E-motor shaft)
7,200 kW (incl. sea margin)
• Max. electrical consumer load . . . 1,800 kW
No. Item Unit
1.1 Shaft power on propulsion motors PS [kW] 7,200

Electrical transmission efficiency 0.91
1.2 Engine power for propulsion PB1 [kW] 7,912
2.1 Electric power for ship (E-Load) [kW] 1,800

Alternator efficiency 0.96
2.2 Engine power for electric consumers PB2 [kW] 1,875
2.3 Total engine power demand (= 1.2 + 2.2) [kW] 9,787
3.1 Diesel engine selection Type 9L27/38
3.2 Rated power (MCR) [kW] 2,970
3.3 Number of engines - 4
3.4 Total engine power installed PB [kW] 11,880
4.1 Loading of engines (= 2.3/3.4) % of MCR 82.4
5.1 Check: Max. allowed loading of engines 90.0
Table 8-1 Evaluation of the engines for a diesel-electric propulsion plant
For the detailed selection of the type and number

of engines furthermore the operational profile of
the vessel, the maintenance strategy of the en-
gines and the boundary conditions given by the
general arrangement have to be considered. For
the optimal cylinder configuration of the engines
often the power conditions in port is decisive.
0850-0000MA2.fm

0850-0000MA2.fm

8.6 E-plant, switchboard and alternator design
The configuration and layout of an electrical pro-

pulsion plant, the main switchboard and the alter-
nators follows some basic design principles. For a
concept evaluation the following items should be
considered:
• A main switchboard which is divided in sym-
metrical sections is reliable and redundancy re-
quirements are easy to be met.
• An even number of GenSets/alternators en-
sures the symmetrical loading of the bus bar
sections.
• Electrical consumers should be arranged sym-
metrically on the bus bar sections.
• The switchboard design is mainly determined
by the level of the short circuit currents which
have to be withstand and by the breaking ca-
pacity of the circuit breakers (CB).
• The voltage choice for the main switchboard
depends on several factors. On board of a ves-
sel it is usually handier to use low voltage. As a
rule of thumb the following table can be used:
Total installed alternator power [MWe] Voltage [V] Breaking capacity of CB [kA]
< 10 – 12 440 100

(and: Single propulsion motor < 3.5 MW)
< 13 – 15 690 100

(and: Single propulsion motor < 4.5 MW)
< 48 6,600 30
< 130 11,000 50
Table 8-2 Rule of thumb for the voltage choice

0860-0000MA2.fm

• The design of the alternators and the electric

plant always has to be balanced between volt-
age choice, availability of reactive power, short
circuit level and allowed total harmonic distor-
tion (THD).
• On the one hand side a small xd” of the alter-
nators increases the short circuit current Isc”,
which also increase the forces the switchboard
has to withstand (F ~ Isc” ^ 2). This may lead to
the need of a higher voltage. On the other side
a small xd” gives a lower THD. As a rule of
thumb a xd”=16 % is a good figure for low volt-
age applications and a xd”=14 % is good for
medium voltage applications.
• For a rough estimation of the short circuit cur-
rents the following formulas can be used:
Short circuit level [kA] (rough) Legend
Alternators n * Pr //(√3 * Ur * xd” * cos Grid) n: No. of alternators connected

Pr: Power of alternator [kWe]
Ur: Rated voltage [V]
xd”: Subtransient reactance [%]
cos : Power factor of the network
(typically = 0.9)
Motors n * 6 * Pr / (√3 * Ur * xd” * cos Motor) N: No. of motors (directly) connected

Pr: Power of motor [kWe]
xd”: Subtransient reactance [%]
cos : Power factor of the motor
(typically = 0.85 … 0.90 for an induction motor)
Converters Frequency converters do not contribute to

-
the Isc”
Table 8-3 Fomulas for a rough estimation of the short circuit curents
• The dimensioning of the panels in the main

switchboard is usually done accordingly to the
rated current for each incoming and outgoing
panel. For a concept evaluation the following
formulas can be used:
0860-0000MA2.fm

Type of switchboard panel Rated current [kA] Legend
Alternator incoming Pr / (√3 * Ur * cos Grid) Pr: Power of alternator [kWe]

cos : Power factor of the network
(typically = 0.9)
Transformer outgoing Sr / (√3 * Ur) Sr: Apparent power of transformer [kVA]

Motor outgoing (Induction Pr / (√3 * Ur * cos Converter * nMotor * nConverter) Pr: Power of motor [kWe]
motor controlled by a PWM- Ur: Rated voltage [V]
converter)
cos : Power factor converter
(typically = 0.95)
nMotor: typically = 0.96
nConverter: typically = 0.97
Motor outgoing (Induction Pr / (√3 * Ur * cos Motor * nMotor) Pr: Power of motor [kWe]
motor started: DoL, Y/, Ur: Rated voltage [V]
Soft-Starter)
cos : Power factor motor
(typically = 0.85...0.90)
nMotor: typically = 0.96
Table 8-4 Formulas for a concept evaluation
• The choice of the type of the E-motor depends • The harmonics can be improved (if necessary)
on the application. Usually induction motors are by using supply transformers for the frequency
used up to a power of 7 MW (nMotor: typically = converters with a 30° phase shift between the
0.96). If it comes to power applications above two secondary windings, which cancel the
7 MW per E-motor often synchronous ma- dominant 5th and 7th harmonic currents. Also
chines are used. Also in applications with slow an increase in the pulse number leads to lower
speed E-motors (without a reduction gearbox), THD. Using a 12-pulse configuration with a
for ice going or pod-driven vessels often syn- PWM type of converter the resulting harmonic
chronous E-motors (nMotor: typically = 0.97) are distortion will normally be below the limits de-
used. fined by the classification societies. When using
a transformer less solution with a converter
• In plants with frequency converters based on
with an Active Front End (Sinusoidal input rec-
VSI-technology (PWM type) the converter
tifier) or in a 6-pulse configuration usually THD-
themselves can deliver reactive power to the
filters are necessary to mitigate the THD on the
E-motor. So often a power factor cos  = 0.9
sub-distributions.
is a good figure to design the alternator rating.
Nevertheless there has to be sufficient reactive The final layout of the electrical plant and the com-
power for the ship consumers, so that a lack in ponents has always to be based on a detailed
reactive power does not lead to unnecessary analysis and a calculations of the short circuit lev-
starts of (standby) alternators. els, the load flows and the THD levels as well as on
an economical evaluation.
0860-0000MA2.fm

0860-0000MA2.fm

8.7 Over-torque capability
In diesel-electric propulsion plants, which are run-

ning with a fix pitch propeller, the dimensioning of
the electric propulsion motor has to be done accu-
rately, in order to have sufficient propulsion power
available. As an electric motor produces torque,
which directly defines the cost (amount of copper),
weight and space of the motor, it has to be inves-
tigated what amount of over-torque is required to
operate the vessel with sufficient power also in sit-
uations, where additional power is needed (for ex-
ample because of heavy weather or icy
conditions).
Usually a constant power range of 5 – 10 % is ap-
plied on the propulsion (Field weakening range),
where constant E-motor power is available.
E- Motor available torque
Power Field weakening range

120%
Over-torque capability
100%
E-Motor power
80%
Propeller power
60%
40%
20%
0% rpm rpm
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Nominal conditions
Request for additional power / torque
Figure 8-3 Example: Over-torque capability of a E-propulsion train for a FPP-driven vessel
0870-0000MA2.fm

0870-0000MA2.fm

8.8 Protection of the electric plant
In an electric propulsion plant protection devices • Bus tie feeder:

and relays are used to protect human life from in-
- Short circuit
jury from faults in the electric system and to
avoid/reduce damage of the electric equipment. - Earth fault
The protection system and its parameters always - Synchronizing check
depend on the plant configuration and the opera-
tional requirements. During the detailed engineer- - Differential protection (in ring networks)
ing phase calculations like a short circuit and an • Transformer feeder:
earth fault calculation and a selectivity and protec-
tion device coordination study have to be made, in - Short circuit
order to get the correct parameter settings and to - Over-current
decide, which event/fault should alarm only or trip
the circuit breaker. - Earth fault
A typical protection scheme may include the fol- - Thermal overload/image

lowing functions (Example): - Under-voltage
• Main switchboard: - Differential protection (for large transform-
- Over– and under-voltage ers)
- Earth fault • Motor feeder:

• Alternator: - Short circuit
- Short circuit - Over-current
- Over-current - Earth fault
- Stator earth fault - Under-voltage
- Reverse power - Thermal overload/image
- Phase unbalance, Negative phase se- - Motor start: Stalling I2 t, number of starts
quence - Motor windings and bearings over-tempera-
- Differential protection ture
- Over- and under-frequency - Motor cooling air/water temperature
- Over- and under-voltage

- Alternator windings and bearings over-tem-
perature
- Alternator cooling air/water temperature
- Synchronizing check
- Over- and under-excitation (Loss of excita-
tion)
0880-0000MA2.fm

0880-0000MA2.fm

8.9 Drive control
8.9 Drive control
The drive control system is a computer controlled

system for the speed converters/drives, providing
network stability in case of sudden/dynamical load
changes. It ensures safe operation of the convert-
ers with constant and stable power supply to the
E-propulsion motors and avoids the loss of power
under all operational conditions. Usually the pro-
pulsion is speed controlled. So the system keeps
the reference speed constant as far as possible
within the speed and torque limitations and dy-
namic capability.
The drive control system normally interfaces with
the propulsion control system, the power man-
agement system, the dynamic position system
and several other ship control and automation
systems. The functionality of the drive control sys-
tem depends on the plant configuration and the
operational requirements.
The main tasks of the drive control system can be
summarized as follows:
• Control of the converters/drives, including the
speed reference calculation
• Control of drive/propeller speed according to
the alternator capability, including anti-overload
prevention
• Control of power and torque. It takes care of
the limits
• Control of the converter cooling
For some applications (e.g. for ice going vessels,
for rough sea conditions, etc, where load torque
varies much and fast) often a power control mode
is applied, which reduces the disturbances on the
network and smoothens the load application on
the diesel engines.
0890-0000MA2.fm

8.9 Drive control
0890-0000MA2.fm

8.10 Power management
Power reservation
The main function of a power management sys- ation in advance and to start GenSets/alternators
tem is to start and stop GenSets/alternators ac- before consumers draw the network and overload
cording to the current network load and the online the engines. Overloading an engine will soon de-
alternator capacity. The power management sys- crease the speed/frequency with the danger of
tem takes care that the next alternator will be start- motoring the engine, as the flow of power will be
ed, if the available power (= Installed power of all altered from network to alternator (Reverse pow-
connected alternators – current load) becomes er). The electric protection system must discon-
lower than a preset limit. This triggers a timer and nect such alternator from the network. An
if the available power stays bellow the limit for a overload situation is always a critical situation for
certain time period the next GenSet/alternator in the vessel and a blackout has to be avoided.
sequence is started. It also blocks heavy consum-
The detailed power management functionality al-
ers to be started or sheds (unnecessary) consum-
ways depends on the plant configuration, the
ers, if there is not enough power available, in order
operational requirements but also on general phi-
to avoid unstable situations.
losophy and preferred solution of the owner. The
Class rules require from GenSets/alternators 45 parameters when to stat or to stop a GenSet/
seconds for starting, synchronizing and beginning alternator have always to be evaluated individually.
of sharing load. So it is always a challenge for the The following figure shows that in principle:
power management system to anticipate the situ-
Number Alternators connected
Load stop (n=4)

4
Load stop (n=3)

3
2 Load start (n+1)

Load start (n=3) Load start (n=4)
Figure 8-4 PMS Start/stop
0811-0000MA2.fm

For example the load depending start/stop of

GenSets/alternators is shown in the next table. It
can be seen that the available power depends on
the status of the GenSets/alternators when they
get their starting command. As an example a plant
with 4 GenSets/alternators is shown:
No. of alternators Alternator Available power (Power reserve) via load Time to accept
connected load pick-up by the running GenSets load
2 85 % 2 x 15 % = 30 % 0...10 sec
3 87 % 3 x 13 % = 39 % 0...10 sec
4 90 % 4 x 10 % = 40 % 0...10 sec
Table 8-5 Load depending start/stop of GenSets/alternators
No. of alternators Alternator Available power (Power reserve) by starting Time to accept
connected load a standby1) GenSet load
2 70 % 2 x 30 % = 60 % < 1 min
3 75 % 3 x 25 % = 75 % < 1 min
4 80 % 4 x 20 % = 80 % < 1 min
Table 8-6 Load depending start/stop of GenSets/alternators

1) Preheated, prelubricated, etc. see "Section 2.5.2: Starting conditions and load application for diesel-electric plants, page 2-35".
The available power for this example could look

like this:
Time
> 1 min
10 sec
0 sec Available power
0811-0000MA2.fm
0% 30% 40% 60% 80% (Power reserve)

Figure 8-5 PMS Power Start-in-time

Power management system

Derived from the above mentioned main tasks of a
power management system the following func-
tions are typical:
• Automatic load dependent start/stop of
GenSets/alternators
• Manual starting/stopping of GenSets/alterna-
tors
• Fault dependent start/stop of standby
GenSets/alternators in cases of under-frequen-
cy and/or under-voltage.
• Start of GenSets/alternators in case of a black-
out (black-start capability)
• Determining and selection of the starting/stop-
ping sequence of GenSets/alternators
• Start and supervise the automatic synchroniza-
tion of alternators and bus tie breakers
• Balanced and unbalanced load application and
sharing between GenSets/alternators. Often an
emergency program for quickest possible load
acceptance is necessary.
• Regulation of the network frequency (with static
droop or constant frequency)
• Distribution of active load between alternators
• Distribution of reactive load between alterna-
tors
• Handling and blocking of heavy consumers
• Automatic load shedding
• Tripping of non-essential consumers
• Bus tie and breaker monitoring and control
All questions regarding the functionality of the
power management system have to be clarified
with MAN Diesel & Turbo at an early project stage.
0811-0000MA2.fm

0811-0000MA2.fm

8.11 Example configurations of diesel-electric propulsion plants
Offshore Support Vessels

The term “Offshore Service & Supply Vessel” in- Electric propulsion is the norm in ships which fre-
cludes a large class of vessel types, such as Plat- quently require dynamic positioning and station
form Supply Vessels (PSV), Anchor keeping capability. Initially these vessels mainly
Handling/Tug/Supply (AHTS), Offshore Construc- used variable speed motor drives and fixed pitch
tion Vessel (OCV), Diving Support Vessel (DSV), propellers. Now they mostly deploy variable speed
Multipurpose Vessel, etc. thrusters and they are increasingly being equipped
with hybrid diesel-mechanical and diesel-electric
propulsion.
Figure 8-6 Example: Diesel-electric configuration of a PSV
In modern applications often frequency converters

with an Active Front End are used, which give spe-
cific benefits in the space consumption of the elec-
tric plant, as it is possible to get rid of the heavy
and bulky supply transformers.
Type of converter/drive Supply transformer Type of E-motor Pros & cons
Active Front End - Induction + Transformer less solution

+ Less space and weight
– THD filter required
0812-0000MA2.fm
Table 8-7 Pros & cons of Active Front End

LNG Carriers
A propulsion configuration with two high speed
E-motors (e.g. 600 RPM or 720 RPM) and a re-
duction gearbox (Twin-in-single-out) is a typical
configuration, which is used at LNG carriers where
the installed alternator power is in the range of
about 40 MW. The electrical plant fulfils high re-
dundancy requirements. Due to the high propul-
sion power which is required and higher
efficiencies synchronous E-motors are used.
Figure 8-7 Example: Diesel-electric configuration (redundant) of a LNG carrier with geared transmission, single screw and
FP propeller
VSI with PWM 24 pulse Synchronous + High propulsion power

+ High drive & motor efficiency
+ Low harmonics
– Heavy E-plant configuration
Table 8-8 Pros & cons of VSI with PWM
For ice going carriers and tankers also podded

propulsion is a robust solution, which has been
applied in several vessels.
0812-0000MA2.fm

Cruise and ferries

Passenger vessels – cruise ships and ferries – are
an important application field for diesel-electric
propulsion. Safety and comfort are paramount.
New regulations, as “Safe Return to Port”, require
a high reliable and redundant electric propulsion
plant and also onboard comfort is a high priority,
allowing only low levels of noise and vibration from
the ship´s machinery.
A typical electric propulsion plant is shown in the
example below.
Figure 8-8 Example: Diesel-electric configuration (redundant) of a cruise liner, twin screw, gear less
VSI with PWM 24 pulse Synchronous + Highly redundant & reliable

(slow speed 150 RPM) + High drive & motor efficiency
+ Low noise & vibration
– Complex E-plant configuration
Table 8-9 Pros & cons of VSI with PWM and slow speed
For cruise liners often also geared transmission is

applied as well as pods.
0812-0000MA2.fm

For a RoPax ferry almost the same requirements

are valid as for a cruise liner.
The figure below shows an electric propulsion
plant with a “classical” configuration, consisting of
high speed E-motors (900 RPM or 1,200 RPM),
geared transmission, frequency converters and
supply transformers.
Figure 8-9 Example: Diesel-electric configuration (redundant) of a RoPax ferry, twin screw, geared transmission
VSI-type 12 pulse, Induction + Robust & reliable technology

(with PWM technology) two secondary windings, + No THD filters
30° phase shift – More space & weight (compared
to transformer less solution)
Table 8-10 Pros & cons of VSI-type (with PWM technology)

0812-0000MA2.fm

Advanced applications
As MAN Diesel & Turbo works together with differ-
ent suppliers for diesel-electric propulsion plants
an optimal matched solution can be designed for
each application, using the most applicable com-
ponents from the market (Freedom of choice). The
following example shows a smart solution, patent-
ed by STADT AS (Norway).
In many cases a combination of an E-propulsion
motor, running on two constants speeds (Medium,
high) and a pitch controllable propeller (CPP) gives
a high reliable and compact solution with low elec-
trical plant losses.
Figure 8-10 Example: Diesel-electric configuration (redundant) of a RoRo, twin screw, geared transmission
Sinusoidal drive - Induction + Highly reliable & compact

(Patented by STADT AS) + Low losses
+ Transformer less solution
+ Low THD (No THD filters
needed)
– Only applicable with a CP
propeller
0812-0000MA2.fm
Table 8-11 Pros & cons of Sinusoidal drive (Patented by STADT AS)

0812-0000MA2.fm

======
9 Annex
Page 9 - 1
Page 9 - 2
Annex
9.1.1 General
9.1 Safety instructions and necessary safety measures
The following list of basic safety instructions in

connection with further engine documentation like
user manual and working instructions should en-
sure a safe handling of the engine. Due to varia-
tions between specific plants this list does not
claim to be exhaustive and may vary regarding to
the real existing requirements.
9.1.1 General
There are risks at the interfaces of the engine,
which have to be eliminated or minimized in the
context of integration the engine into the plant sys-
tem. Responsible for this is the legal person which
is responsible for the integration of the engine.
Following prerequisites need to be fulfilled:

• Layout, calculation, design and execution of
the plant according to the latest state of the art.
• All relevant classification rules, rules, regula-
tions and laws are considered, evaluated and
are included in the system planning.
• The project-specific requirements of MAN
Diesel & Turbo regarding the engine and its
connection to the plant will be implemented.
• In principle always apply the more stringent re-
quirements of a specific document, if its rele-
vance is given for the plant.
0800-0000AA2.fm
D-BB Page 9 - 3
Annex
9.1.2 Safety equipment/measures provided by plant-side
Following safety equipment respectively safety measures must be provided by plant-side

• Securing of the engine´s turning gear. • Consideration of the blow-off zone of the
crankcase cover´s relief valves
The turning gear has to be equipped with an
optical and acoustic warning device with de- While crankcase explosions the resulting hot
layed start of the transmission in case of first gases will be blown out of the crankcase
actuation. The turning gear´s gear wheel has to through the relief valves.
be covered. The turning gear should be
This must be considered in the overall planning.
equipped with a remote control, allowing opti-
mal positioning of the operator, overlooking the • Setting up storage areas
entire hazard area (a cable of approx. 20 m Throughout the plant suitable storage areas
length is recommended). has to be determined for stabling of compo-
It has to be prescribed in the form of a working nents and tools.
instruction, that: Thereby it is important to ensure stability, carry-
- the turning gear has to be operated by at ing capacity, accessibility. The quality structure
least two persons of the ground has to be considered (slip resist-
ance, resistance against residual liquids of the
- the work area must be secured against un-
stored components, consideration of the trans-
authorized entry
port and traffic routes).
- only trained personnel is allowed to operate
• Proper execution of the work
the turning gear
Generally it is necessary to ensure that all work
• Protection of the starting air pipe
is properly done by according to the task
To protect against unintentional restarting of the trained and qualified personnel. Special atten-
engine while maintenance work a disconnec- tion deserves the execution of the electrical
tion and depressurization of the engine´s start- equipment. Due to selection of suitable special-
ing air system must be possible. A lockable ized companies and personnel it has to be en-
starting air stop valve must be provided in the sured that a faulty feeding of media, electric
starting air pipe to the engine. voltage and electric currents will be avoided.
• To protect against unintentional turning of the • Connection exhaust port turbocharger at the
turbocharger rotor while maintenance work it engine to the exhaust gas system of the plant
must be possible to prevent draught in the ex-
The connection between exhaust port turbo-
haust gas duct and, if necessary to secure the
charger and exhaust gas system of the plant
rotor against rotation.
has to be executed gas tight and must be
• Safeguarding of the surrounding area of the fly- equipped with a fire proof insulation.
wheel
The surface temperature of the fire insulation
The entire area of the flywheel has to be safe- must remain at least below 220 °C.
guarded by plant-side.
In workspaces and traffic areas a suitable con-
Special care must be taken, inter alia, to pre- tact protection has to be provided which sur-
vent from: ejection of parts, contact with mov- face temperature must remain at least below
ing machine parts and falling into the flywheel 60 °C.
0800-0000AA2.fm
area.
Page 9 - 4 D-BB
Annex
The connection has to be equipped with com- • Optical and acoustic warning device
pensators for longitudinal expansion and axis
Due to impaired voice communication by noise
displacement in consideration of the occurring
in the engine room/power house it is necessary
vibrations.
to check, where at plant additionally to acoustic
(The flange of the turbocharger reaches tem- warning signals optical warning signals (e.g.
peratures of up to 450 °C). flash lamp) should be provided.
• Generally any ignition sources, smoking, open In any case this is necessary while using the
fire in the maintenance and protection area of turning gear and while starting/stopping the en-
the engine is prohibited gine.
• Smoke detection systems and fire alarm sys- • Engine room ventilation
tems have to be provided
An effective ventilation system has to be pro-
• Signs vided in the engine room to avoid endangering
by contact or by inhalation of fluids, gases, va-
a) Following figure shows exemplary the de-
pours and dusts which could have harmful,
clared risks in the area of a combustion engine.
toxic, corrosive and/or acid effects.
This may vary slightly for the specific engine.
• Venting of crankcase and turbocharger
The gases/vapours out of crankcase and tur-
bocharger are ignitable. It must be ensured that
the gases/vapours will not be ignited by exter-
nal sources. For multi-engine plants each en-
gine has to be ventilated separately. The engine
ventilation of different engines must not be con-
nected together.
In case of an installed suction system it has to
be ensured that it will be not stopped before at
least 20 minutes after engine shutdown.
• Drainable supplies and excipients
Supply system and excipient system must be
drainable and must be secured against unin-
Figure 9-1 Warning sign E11.48991-1108 tentional recommissioning (EN 1037).
This warning sign has to be clearly visible Sufficient ventilation at the filling, emptying and
mounted at the engine as well as at all entranc- ventilation points must be ensured.
es to the engine room or to the power house. The residual quantities which must be emptied
b) Prohibited area signs have to be collected and disposed proper.
Dependent on the application it is possible that • Spray guard has to be ensured for possibly
specific operating ranges of the engine must be leaking liquids from the flanges of the plant´s
prohibited. piping system. The emerging media must be
drained off and collected safely.
In these cases the signs will be delivered to-
gether with the engine, which have to be
mounted clearly visible on places at the engine
0800-0000AA2.fm
which allow intervention to the engine opera-

tion.
D-BB Page 9 - 5
Annex
• Composition of the ground • Emergency stop system

Accordingly to the physical and chemical char- The emergency stop system requires special
acteristics of in the plant used excipients and care during planning, realization, commission-
supplies, the ground, workspace, trans- ing and testing at site to avoid dangerous oper-
port/traffic routes and storage areas have to be ating conditions. The assessment of the effects
designed. on other system components caused by an
emergency stop of the engine must be carried
Safe work for maintenance and operational
out by plant-side.
staff must always be possible.
• Adequate lighting
Light sources for an adequate and sufficient
lighting must be provided by plant-side. There-
by the current guidelines should be followed.
(100 Lux is recommended, see also DIN EN
1679-1)
• Working platforms/scaffolds
For work on the engine working platforms/scaf-
folds must be provided and further safety pre-
cautions must be planned. Among other
things, it must be possible to work secured by
safety belts. Corresponding lifting points/devic-
es has to be provided.
• Fail-safe 24 V power supply
Due to engine control, alarm system and safety
system are connected to a 24 V power supply
this part of the plant has to be designed fail-
safe to ensure a regular engine operation.
• In case of air intake is realized through piping
and not by means of the turbocharger´s intake
silencer, appropriate measures for air filtering
must be provided. It must be ensured that par-
ticles exceeding 5 μm will be restrained by an
air filtration system.
• Quality of the intake air
It has to be ensured that combustible media will
not be sucked in by the engine.
Intake air quality according to the relevant sec-
tion of the project guide has to be guaranteed.
0800-0000AA2.fm
Page 9 - 6 D-BB
Annex
9.2 Programme for Factory Acceptance Test (FAT)
The following table shows the operating points to be considered during acceptance test run.
Operating points ABS BV DNV GL LR RIN JG7) IACS MAN Diesel &
1) 2) 3) 4) 5) a6) 9)
(NK) Turbo pro-
8)
gramme with
acceptance by
classification
society
Starting attempts X X - X X X X X X
Governor test X X X X X X X X X
All engines
Operational test of X X X X X X X X X
the attached
safety devices
Maximum contin- Speed: According to propeller curve or constant

uous rating
(MCR)
100 %10) 60’ 60’ 30’ 60’ 60’ 60’ 20’ (60‘) 60’ 60’
110 % 30’ 30’ 30’ 30’ 30’ 30’ 20’ (30‘) 30–45’ 30’
90 % M M M11) M M M - M 30’11)
85 % - - M12) - - - - - 30’12)
Marine main engines
75 % M M M11) M M M 20’ (30‘) M 30’

50 % M M M M M M 20’ (30‘) M 30‘
25 % M M - M M M 20’ (30‘) M 30‘
Low speed and/or
idling M M - M M M - M 30’
Maximum contin- Constant speed

uous rating
(MCR)
100 %10) 60’ 60’ 30’ 60’ 60’ 60’ 20‘(60’) 60’ 60’
Marine aux. engines
110 % 30’ 30’ 30’ 30’ 30’ 30’ 20‘(30’) 30’ 30’
75 % M M M M M M 20‘(30’) M 30’
50 % M M M M M M 20‘(30’) M 30’
25 % M M - M M M 20‘(-) M 30’
idling = 0 % M M - M M M - M 30’
Table 9-1 Test conditions of four-stroke marine engines

M = Measurement at a steady state
1)
ABS = American Bureau of Shipping
2) BV = Bureau Veritas
0801-0000MA2.fm
3)
DNV = Det Norske Veritas
4) GL = Germanischer Lloyd
5) LR = Lloyd’s Register of Shipping
F-BA Page 9 - 7
Annex
6)
RINa = Registro Italiano Navale
7)
JG =Japanese government
8) NK =Nippon Kaiji Kyoka
9) ACS =International Association of
Classification Societies
10)
Two service recordings at an interval of 30 min.
11)
Could be replaced by MCR load point 85 %.
12)
Replacement for 11).
The selection of the measuring points and the

measuring method are fixed in accordance with
ISO Standard 3046-1 and the specifications of the
classification societies.
The execution of the test run according to this
guideline will be confirmed in writing by the cus-
tomer or his representative, by the authorised rep-
resentative of the classification society and by the
person in charge of the tests.
After the test run, the components will be inspect-
ed, as far as this is possible without disassembly.
Only in exceptional cases (e. g. if required by the
customer/the classification society), will compo-
nents be dismantled.
The works test will be accomplished with MGO or
MDO. Heavy fuel oil is not available at the serial
test beds.
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Page 9 - 8 F-BA
Annex
9.3 Engine running-in
Prerequisites Operating media

Engines require a run-in period: The run-in period may be carried out preferably
using diesel fuel or gas oil. The fuel used must
• When put into operation on-site, if after test run
meet the quality standards see "Section: Specifica-
the pistons or bearings were dismantled for in-
tion for engine supplies" – "Specification for lubricating oil
spection or if the engine was partially or fully
(SAE 40) for operation with marine gas oil, diesel oil
dismantled for transport.
(MGO/MDO) and biofuels" or – "Specification for lubricat-
• After fitting new drive train components, such ing oil used for pure gas operation" and the design of
as cylinder liners, pistons, piston rings, crank- the fuel system.
shaft bearings, big-end bearings and piston pin
For the run-in of gas four-stroke engines it is best
bearings.
to use the gas which is to be used later in opera-
• After the fitting of used bearing shells. tion.
• After long-term low load operation (> 500 oper- Diesel-gas engines are run in using diesel opera-
ating hours). tion with the fuel intended as the ignition oil.
Supplementary information Lube oil
Operating Instructions The run-in lube oil must match the quality stand-
ards, with regard to the fuel quality.
During the run-in procedure the unevenness of the
piston-ring surfaces and cylinder contact surfaces Engine run-in
is removed. The run-in period is completed once
Cylinder lubrication (optional)
the first piston ring perfectly seals the combustion
chamber. I.e. the first piston ring should show an The cylinder lubrication must be switched to "Run-
evenly worn contact surface. If the engine is sub- ning In" mode during completion of the run-in pro-
jected to higher loads, prior to having been run-in, cedure. This is done at the control cabinet or at the
then the hot exhaust gases will pass between the control panel (under "Manual Operation"). This en-
piston rings and the contact surfaces of the cylin- sures that the cylinder lubrication is already acti-
der. The oil film will be destroyed in such locations. vated over the whole load range when the engine
The result is material damage (e.g. burn marks) on starts. The run-in process of the piston rings and
the contact surface of the piston rings and the cyl- pistons benefits from the increased supply of oil.
inder liner. Later, this may result in increased en- Cylinder lubrication must be returned to "Normal
gine wear and high oil consumption. Mode" once the run-in period has been complet-
ed.
The time until the run-in procedure is completed is
determined by the properties and quality of the Checks
surfaces of the cylinder liner, the quality of the fuel
Inspections of the bearing temperature and crank-
and lube oil, as well as by the load of the engine
case must be conducted during the run-in period:
and speed. The run-in periods indicated in follow-
ing figures may therefore only be regarded as ap- • The first inspection must take place after 10
proximate values. minutes of operation at minimum speed.
• An inspection must take place after operation
at full load respectively after operational output
0802-0000MA2.fm
level has been reached.
dJ__ Page 9 - 9
Annex
The bearing temperatures (camshaft bearings, Running-in after refitting used or new bearing liners
big-end and main bearings) must be determined in (crankshaft, connecting rod and piston pin bearings)
comparison with adjoining bearing. For this pur-
When used bearing shells are reused, or when
pose an electrical sensor thermometer may be
new bearing shells are installed, these bearings
used as a measuring device.
have to be run in. The run-in period should be 3 to
At 85 % load and on reaching operational output 5 hours under progressive loads, applied in stag-
level, the operating data (ignition pressures, ex- es. The instructions in the preceding text seg-
haust gas temperatures, charge pressure, etc.) ments, particularly the ones regarding the
must be tested and compared with the accept- "Inspections", and following figures must be ob-
ance report. served.
Standard running-in programme Idling at higher speeds for long periods of opera-
tion should be avoided if at all possible.
Dependent on the application the run-in pro-
gramme can be derived from the figures in "Para- Running-in after low load operation
graph: Diagrams of standard running-in, page 9-11".
Continuous operation in the low load range may
During the entire run-in period, the engine output
result in substantial internal pollution of the engine.
has to be within the marked output range. Critical
Residue from fuel and lube oil combustion may
speed ranges are thus avoided.
cause deposits on the top-land ring of the piston
Running-in during commissioning on site exposed to combustion, in the piston ring chan-
nels as well as in the inlet channels. Moreover, it is
Barring exceptions, four-stroke engines are al-
possible that the charge air and exhaust pipe, the
ways subjected to a test run in the manufacturer´s
charge air cooler, the turbocharger and the ex-
premises. As such, the engine has usually been
haust gas tank may be polluted with oil.
run in. Nonetheless, after installation in the final lo-
cation, another run-in period is required if the pis- Since the piston rings have adapted themselves to
tons or bearings were disassembled for inspection the cylinder liner according to the running load, in-
after the test run, or if the engine was partially or creased wear resulting from quick acceleration
fully disassembled for transport. and possibly with other engine trouble (leaking pis-
ton rings, piston wear) should be expected.
Running-in after fitting new drive train components
Therefore, after a longer period of low load opera-
If during revision work the cylinder liners, pistons,
tion ( 500 hours of operation) a run-in period
or piston rings are replaced, then a new run-in pe-
should be performed again, depending on the
riod is required. A run-in period is also required if
power, according to following figures.
the piston rings are replaced in only one piston.
The run-in period must be conducted according to Also for instruction see "Section 2.4: Low load opera-
following figures or according to the associated tion, page 2-31".
explanations.
Note!
The cylinder liner may be re-honed according to
For further information, you may contact the
Work Card 050.05, if it is not replaced. A trans-
MAN Diesel & Turbo customer service or the
portable honing machine may be requested from
customer service of the licensee.
one of our Service and Support Locations.
0802-0000MA2.fm
Page 9 - 10 dJ__
Annex
Diagrams of standard running-in
Speed [%] Output [%]

100
90
Engine speed
80
70
60
Engine output
50
(specified range) 40
30
20
10
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5
Running in period [h]
Figure 9-2 Standard running-in programme for engines operated with constant speed of the types: 32/40, 32/40G,
32/44CR, 35/44DF, 35/44G

100
90
Engine speed
80
70
60
50
Engine output
(specified range)
40
30
20
10
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8
0802-0000MA2.fm

Figure 9-3 Standard running-in programme for engines operated with constant speed of the types: 40/54, 48/60B,
48/60CR, 51/60DF, 51/60G, 58/64
dJ__ Page 9 - 11
Annex

100
A B 90
80
70
60
50
40
30
Engine speed range 20
Engine output A Controllable-pitch propeller 10
(specified range) B Fixed-pitch propeller
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5
Figure 9-4 Standard running-in programme for marine engines (variable speed) of the types: 28/33D, 32/40, 32/44CR

100
A
B 90
80
70
60
50
40
30
Engine speed range 20
Engine output
A Controllable-pitch propeller 10
(specified range)
B Fixed-pitch propeller
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8
0802-0000MA2.fm
Figure 9-5 Standard running-in programme for marine engines (variable speed) of the types: 40/54, 48/60B, 48/60CR,
58/64
Page 9 - 12 dJ__
^ååÉñ
9.4 Definitions
9.4 Definitions
Blackout – Dead ship condition - Right side

The classification societies define blackout on On a right-hand engine, the right side is the
board ships as a loss of electrical power, but still exhaust side and on a V-engine it is cylinder
all necessary alternative energies (e.g. start air, bank B.
battery electricity) for starting the engines are avail-
• Designation of cylinders
able.
The cylinders are numbered in sequence, from
Contrary to blackout dead ship condition is a loss
the coupling side, 1, 2, 3 etc. In V-engines,
of electrical power on board a ship. The main and
looking from the coupling side, the left hand
all other auxiliary GenSets are not in operation,
row of cylinders is designated A, and the right
also all necessary alternative energies for starting
hand row is designated B. Accordingly, the cyl-
the engines are not available. But still it is assumed
inders are referred to as A1-A2-A3 or B1-B2-
that the necessary energy for starting the engines
B3, etc.
(e.g. emergency alternator) could be restored at
any time.
Controllable pitch propeller (CPP) application

A propeller with adjustable blades is driven by the
engine.
The CPP´s pitch can be adjusted to absorb all the
power that the engine is capable of producing at
nearly any rotational speed.
Thereby the mean output range of the engine is
between 80 to 95 % and the fuel consumption is
optimised at 85 % load.
Designation
• Designation of engine sides
- Coupling side, CS (KS)
The coupling side is the main engine output
side and is the side to which the propeller,
the alternator or other working machine is
coupled.
- Free engine end/counter coupling side,
CCS (KGS)
The free engine end is the front face of the
engine opposite the coupling side.
- Left side
0803-0000MA2.fm
On a left-hand engine, the left side is the ex-

haust side and on a V-engine it is cylinder
bank A. Figure 9-6 Designation of cylinders
dJ__ Page 9 - 13
^ååÉñ
9.4 Definitions
• Direction of rotation GenSet application (also applies to auxiliary engines

on board ships)
Engine and electrical alternator mounted together
form a single piece of equipment to supply electri-
cal power in places where electrical power (central
power) is not available, or where power is needed
only temporarily. Standby GenSets are kept ready
to supply power during temporary interruptions of
the main supply.
The mean output range of the engine is between
40 to 80 %.
Loads beyond 100 % up to 110 % of the rated
output are permissible only for a short time to pro-
vide additional power for governing purpose only.
Gross calorific value (GCV)

This value suppose that the water of combustion
Figure 9-7 Designation: Direction of rotation
is entirely condensed and that the heat contained
Diesel-electric in the water vapor is recovered.
Engine and electrical alternator mounted together Net calorific value (NCV)
to supply electrical power to drive an electric mo-
This value suppose that the products of combus-
tor. The power of the electric motor is used to drive
tion contains the water vapor and that the heat in
a propeller.
the water vapor is not recovered.
Thereby the mean output range of the engine is
between 80 to 95 % and the fuel consumption is Off-shore application
optimised at 85 % load.
Offshore construction and offshore drilling places
high requirements regarding the engine´s acceler-
Fixed pitch propeller (FPP) application
ation and load application behaviour. Higher re-
A fixed pitch propeller is driven by the engine. The quirements exist also regarding the permissible
FPP is always working very close to the theoretical engine´s inclination.
propeller curve (power input ~ n3). A higher torque
in comparison to the CPP even at low rotational
15 to 60 %. Acceleration from engine start up to
speed is present.
100 % load must be possible within a specified
To protect the engine against overloading its rated time.
output is reduced up to 90 %. The turbo charging
system is adapted. Engine speed reduction of up
to 10 % at maximum torque is allowed.
80 to 95 % of its available output and the fuel con-
sumption is optimised at 85 % load.
0803-0000MA2.fm
Page 9 - 14 dJ__
^ååÉñ
9.4 Definitions
Output • MCR
• ISO-standard-output (as specified in DIN ISO Maximum continuous rating = rated power
3046-1)
• ECR
Maximum continuous rating of the engine at
Economic continuous rating = output of the en-
nominal speed under ISO-conditions, provided
gine with the lowest fuel consumption
that maintenance is carried out as specified.
• Operating-standard-output (as specified in DIN Suction dredge application (mechanical drive of
ISO 3046-1) pumps)
Maximum continuous rating of the engine at For direct drive of the suction dredge pump by the
nominal speed taking in account the kind of ap- engine via gear box the engine speed is directly in-
plication and the local ambient conditions, pro- fluenced by the load on the suction pump.
vided that maintenance is carried out as To protect the engine against overloading its rated
specified. For marine applications this is stated output is reduced up to 90 %. The turbo charging
on the type plate of the engine. system is adapted. Engine speed reduction of up
• Fuel stop power (as specified in DIN ISO 3046- to 20 % at maximum torque is released.
1) Possibly the permissible engine operating curve
Fuel stop power defines the maximum rating of has to be adapted to the pump characteristics by
the engine theoretical possible, if the maximum means of a power output adaption respectively
possible fuel amount is used (blocking limit). the power demand of the pump has to be opti-
mised particularly while start-up operation.
• Rated power (in accordance to rules of Germa-
nischer Lloyd) The mean output range of the engine is between
80 to 100 % of its available output and the fuel
Maximum possible continuous power at rated
consumption is optimised at 85 % load.
speed and at defined ambient conditions, pro-
vided that maintenances carried out as speci- Water-jet application
fied.
A marine system that creates a jet of water that
• Overload power (in accordance to rules of Ger- propels the vessel. Also the water-jet is always
manischer Lloyd) working close to the theoretical propeller curve
110 % of rated power, that can be demonstrat- (power input ~ n3).
ed for marine engines for an uninterrupted pe- To protect the engine against overloading its rated
riod of one hour. output is reduced up to 90 %. The turbo charging
• Output explanation system is adapted. Engine speed reduction of up
to 10 % at maximum torque is allowed.
Power of the engine at distinct speed and dis-
tinct torque. The mean output range of the engine is between
80 to 95 % of its available output and the fuel con-
• 100 % Output
sumption is optimised at 85 % load.
100 % Output is equal to the rated power only
at rated speed. 100 % Output of the engine
can be reached at lower speed also if the
torque is increased.
• Nominal Output
0803-0000MA2.fm
= rated power
dJ__ Page 9 - 15
^ååÉñ
9.4 Definitions
0803-0000MA2.fm
Page 9 - 16 dJ__
Annex
9.5 Symbols
9.5 Symbols
Note!
The symbols shown should only be seen as ex-
amples and can differ from the symbols in the
diagrams.
Figure 9-8 Symbols used in functional and pipeline diagrams 1

0805-0000AA2 .fm
hJ^g Page 9 - 17
Annex
9.5 Symbols

0805-0000AA2 .fm
Page 9 - 18 hJ^g
Annex
9.5 Symbols

0805-0000AA2 .fm
hJ^g Page 9 - 19
Annex
9.5 Symbols

0805-0000AA2 .fm
Page 9 - 20 hJ^g
Annex
9.6 Preservation, packaging, storage

Introduction
Engines are internally and externally treated with
preservation agent before delivery.
The type of preservation and packaging must be
adjusted to the means of transport and to the type
and period of storage.
Improper storage may cause severe damage to
the product.
Packaging and preservation of engine

The type of packaging depends on the require-
ments imposed by means of transport and stor-
age period, climatic and environmental effects
during transport and storage conditions as well as
on the preservative agent used.
As standard, engines are preserved for a storage
period of 12 months and for sea transport.
Note!
The packaging must be protected against
damage. It must only be removed when a fol-
low-up preservation is required or when the
packaged material is to be used.
Preservation and packaging of assemblies and engine

parts
Unless stated otherwise in the order text, the pres-
ervation and packaging of assemblies and engine
parts must be performed in such a way that the
parts will not be damaged during transport and
that the corrosion protection remains fully intact for
a period of at least 12 months when stored in a
roofed dry room.
Transport
Transport and packaging of the engine, assem-
blies and engine parts must be coordinated.
After transportation, any damage to the corrosion
0806-0000AA2.fm
protection and packaging must be rectified,

and/or MAN Diesel & Turbo must be notified im-
mediately.
bJ_^ Page 9 - 21
Annex
9.6.2 Storage location and duration
9.6.2 Storage location and duration

Storage location Storage conditions
Storage location of engine In general the following requirements must be met:
As standard, the engine is packaged and pre- • Minimum ambient temperature. . . . . .–10 °C
served for outdoor storage.
• Maximum ambient temperature . . . . +60 °C
The storage location must meet the following re-
• Relative humidity . . . . . . . . . . . . . . . . < 96%
quirements:
In case these conditions cannot be met, please
• Engine is stored on firm and dry ground.
contact MAN Diesel & Turbo for clarification.
• Packaging material does not absorb any mois-
ture from the ground. Storage period
• Engine is accessible for visual checks. The permissible storage period of 12 months must
not be exceeded.
Storage location of assemblies and engine parts
Before the maximum storage period is
Assemblies and engine parts must always be
reached:
stored in a roofed dry room.
• Check the condition of the stored engine, as-
The storage location must meet the following re-
semblies and parts.
quirements:
• Renew the preservation or install the engine or
• Parts are protected against environmental ef-
components at their intended location.
fects and the elements.
• The room must be well ventilated.
• Parts are stored on firm and dry ground.
• Packaging material does not absorb any mois-
ture from the ground.
• Parts are accessible.
• Parts cannot be damaged.
• Parts are accessible for visual inspection.
• An allocation of assemblies and engine parts to
the order or requisition must be possible at all
times.
Note!
Packaging made of or including VCI paper or
VCI film must not be opened or must be closed
immediately after opening.
0806-0000AA2.fm
Page 9 - 22 bJ_^
Annex
9.6.3 Follow-up preservation when preservation period is exceeded
9.6.3 Follow-up preservation when preservation period is exceeded

A follow-up preservation must be performed be-
fore the maximum storage period has elapsed, i.e.
generally after 12 months.
Please request assistance by authorised person-
nel of MAN Diesel & Turbo.
9.6.4 Removal of corrosion protection

Packaging and corrosion protection must only be
removed from the engine immediately before com-
missioning the engine in its installation location.
Remove outer protective layers, any foreign body
from engine or component (VCI packs, blanking
covers, etc.), check engine and components for
damage and corrosion, perform corrective meas-
ures, if required.
The preservation agents sprayed inside the engine
do not require any special attention. They will be
washed off by engine oil during subsequent en-
gine operation.
Please contact MAN Diesel & Turbo if you have
any questions.
0806-0000AA2.fm
bJ_^ Page 9 - 23
Annex
9.6.4 Removal of corrosion protection
0806-0000AA2.fm
Page 9 - 24 bJ_^
^ååÉñ
9.7 Engine colour
9.7 Engine colour
There are three different colour groups for colouring the engine:
Note!
This colour tables are only for overview, there
are no payables in regard to the colour shade.
For the accurate colour shades please see
RAL colour table.
RAL colour group 1 (standard colour)
RAL 9006
0807-0000MA2.fm
_J^g Page 9 - 25
Page 9 - 26
RAL 3007
RAL 5000 RAL 5001 RAL 5002 RAL 5003 RAL 5004 RAL 5005 RAL 5007 RAL 5008 RAL 5009
RAL colour group 2 (special request)
RAL 5020 RAL 5021 RAL 5022 RAL 5023 RAL 5024
RAL 6028 RAL 6029 RAL 6032 RAL 6033 RAL 6034
RAL 7024 RAL 7026 RAL 7030 RAL 7031 RAL 7032 RAL 7033 RAL 7034 RAL 7036
^ååÉñ
_J^g
VKT=båÖáåÉ=Åçäçìê=
0807-0000MA2.fm
0807-0000MA2.fm
_J^g
^ååÉñ
9.7 Engine colour
RAL colour group 3 (special lacquering)
RAL 2012
RAL 3000 RAL 3001 RAL 3002 RAL 3003 RAL 3004 RAL 3005 RAL 3009
RAL 3027 RAL 3031
RAL 4010
RAL 7035
RAL 7047
RAL 9001 RAL 9002 RAL 9003 RAL 9004 RAL 9005 RAL 9007 RAL 9010
RAL 9016 RAL 9017 RAL 9018
Page 9 - 27
^ååÉñ
VKT=båÖáåÉ=Åçäçìê=
0807-0000MA2.fm
Page 9 - 28 _J^g
Annex
9.8.1 Diesel-electric plant layout data
9.8 Form

In order to provide you with appropriate project material and to carry out proposals promptly and accu-
rately, we would kindly request you to fill in as many of the following details as possible and return it with
a complete set of arrangement drawings to your sales representative.
General data
Name: ________________________________________________________________________________
Address:_______________________________________________________________________________
Phone: ________________________________________________________________________________
E-mail: ________________________________________________________________________________
Project:________________________________________________________________________________
Type of vessel:__________________________________________________________________________
principle:
 Diesel-electric set  CODLAD  CODLAG  _________________________
Main particulars: ____________________________________________________________

Length, overall [m]: ____________________________________________________________
Length, pp [m]: ____________________________________________________________
Breadth, moulded [m]: ____________________________________________________________
Depth, moulded [m]: ____________________________________________________________
Draught, design [m]: ____________________________________________________________
Draught, scantling [m]: ____________________________________________________________
DWT, at sct draught [t]: ____________________________________________________________
Gross tonnage [GRT]: ____________________________________________________________
Crew + Passengers: ________________+ ___________________________________________
Classification society: _________________Class notation: _____________________________
Additional class notations: Redundancy: ____________________________
Ice Class: ____________________________
Ambient conditions:
Max. machinery room temperature [°C]:__________________________________________________
0808-0000MA2.fm
Max. sea water temperature [°C]: _____________________________________________________

Max. freshwater temperature [°C]: _____________________________________________________
I-BA V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 9 - 29
Annex
Speed and margins
Speed:
Ship design speed [kn]: _________________(at maximum shaft power)_____________________
Sea margin [%]: ____________________________________________________________
Max. allowed load of engines [%]: ______________% MCR
System and power demand
Main:
 Shaft:  Single screw:  Single in – Single out
 Tandem
 Twin in – Single out
 Twin screw:  Two shaft lines
 2 x Twin in – Single out
 Steerable rudder propellers (=Azimuth thrusters)
 Pods
 _________________________________________________________________________________
Data for main:

 FPP: Number: _______________
Max. shaft power on E-motor (per propeller; including sea margin)
[kW]: __________________________________________________________
Propeller revolution [RPM]: __________________________________________
Input speed (= E-motor RPM): _______________________________________
Reduction gearbox:  yes  no
CPP Number. _______________

Max. shaft power on E-motor (per propeller; including sea margin)
[kW]: __________________________________________________________
0808-0000MA2.fm
Page 9 - 30 V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BA
Annex
Azi. thruster: Number: _______________

Max. shaft power on E-motor(per thruster; including sea margin)
[kW]: __________________________________________________________
Propeller type:  FPP ___ CPP
Pod: Number: _______________

Max. shaft power on E-motor(per pod; including sea margin)
[kW]: __________________________________________________________
E-motor speed [RPM]: ______________________________________________
 _______________ Number: _______________

Max. shaft power on E-motor(each; including sea margin)
[kW]: __________________________________________________________
Data for manoeuvring propulsors:

 Bow thruster: Number: _______________

[kW]: __________________________________________________________
 Stern thruster: Number: _______________
[kW]: __________________________________________________________
 _______________ Number: _______________
Max. shaft power on E-motor(each; including sea margin
[kW]: __________________________________________________________
0808-0000MA2.fm

Annex
Electrical load balance
Max. total electrical power demand at sea:

for main [kWel]: _______________________________________________________________________
for consumers of vessel [kWel]: ______________ __________________________________________
Max. total electrical power demand at manoeuvring:

for main [kWel]: _______________________________________________________________________
for manoeuvring propulsors [kWel]: ______________________________________________________
for consumers of vessel [kWel]: _________________________________________________________
Max. total electrical power demand at port:
for consumers of vessel [kWel]: _________________________________________________________
The five biggest electrical consumers of the vessel
(apart from main and manoeuvring propulsors):
Name: __________________________________________ kWel:_______________________________
Name: __________________________________________ kWel:_______________________________
Name: __________________________________________ kWel:_______________________________
Name: __________________________________________ kWel:_______________________________
Name: __________________________________________ kWel:_______________________________
Please provide us with a complete E-Load-Balance of the vessel.
0808-0000MA2.fm
Annex
Electrical system and motors
Number of alternators: __________________________________________________________________

Capacity per alternator [kW]: _____________________________________________________________
Power factor: __________________________________________________________________________
Revolution of alternators [RPM]: __________________________________________________________
Frequency [Hz]: ________________________________________________________________________
Voltage level of alternator and MSB [V]: ____________________________________________________
Voltage levels of sub-switchboards [V]: _____________________________________________________
System grounding of MSB: 3-phase, 3-wire, isolated from hull
3-phase, 3-wire, isolated via high-resistive resistor
 __________________________________________________________
Main E-motors:
Number of winding systems: 1  2
Speed control:  variable speed via frequency converter
 _______________________________________
Manoeuvring E-motors (i. e. bow thrusters):  variable speed via frequency converter
 constant speed (start via Y/-unit)
 constant speed (start via Softstarter)
 _______________________________________
0808-0000MA2.fm
Annex
Dimensioning of frequency converter and E-motor
The design of the frequency converters and the torque capability of the E-motors is usually rated to a
constant power range of 90% …100% of the propeller revolution (i. e. for a FPP-driven vessel).
Figure 9-12 Power range
Torque capability  Standard: Constant power from 90%...100% of propeller RPM

 Individual: Constant power form ________% to 100% of propeller RPM
 Individual: Max. over-torque capability of the E-motor: ______________%
Single line diagram
Please provide us with a complete single line diagram of the vessel.

0808-0000MA2.fm
Annex
9.8.2 Propeller layout data

In order to provide you with appropriate project material and to carry out proposals promptly and accu-
rately, we would kindly request you to fill in as many of the following details as possible and return it to
your sales representative.
Identification:________________________________________________________________________
Type of vessel:________________________________________________________________________
Figure 9-13 Propeller data sheet
1. S:________________mm W:_______________mm l:_______________mm (as shown above)

D:_________________mm
2. Stern tube and shafting arrangement layout
3. Propeller aperture drawing
4. Complete set of reports from model tank (resistance test, self- test and wake measurement). In case
model test is not available the next page should be filled in.
5. Drawing of lines plan
6. Classification society:_______________
Ice Class notation:_______________
7. Maximum rated power of shaft alternator:_______________
8. Optimisation condition for the propeller:
To obtain the highest propeller efficiency please identify the most common service condition for the
vessel.
Ship speed:_______________knEngine service load :________________%
Service/sea margin:_______________%Shaft gen service load:________________kW

Draft:_______________m
0808-0200MA2.fm
9. Comments:_________________________________________________________________________
10.Vessel main dimensions (Please fill-in if model test is not available).
D-BA Page 9 - 35
Annex
Symbol Unit Ballast Loaded
Length between perpendiculars Lpp m
Length of load water line LwL m
Breadth B m
Draft at forward perpendicular TF m
Draft at aft perpendicular TA m
Displacement s m3
Block coefficient (Lpp) CB -
Midship coefficient CM -
Waterplane area coefficient CWL -
Wetted surface with appendages S m2
Centre of buoyancy forward pf Lpp/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular AB m2
Table 9-2 Vessel main dimensions
11.Comments: _____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
Date: ____________________ Signature: ___________________________

0808-0200MA2.fm
Page 9 - 36 D-BA
Index
A C
Acceleration times . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41 Capacities
Aging (Increase of S.F.O.C.). . . . . . . . . . . . . . . . . . . . . 2-75 Air vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-110
Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82
Air
Consumption (Jet Assist) . . . . . . . . . . . . . . . . . . 5-113 Charge air
Flow rates, temperature . . . . . . . . . . . . . . . . 2-80I 2-84 Blow-off device . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-12
Starting air consumption. . . . . . . . . . . . . . . . . . . . 2-72 By-pass device . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-12
Starting air vessels, compressors . . . . . . . . . . . . 5-109 Control of charge air temperature (CHATCO) 2-11I 2-13
Preheating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Air vessel
Temperature control . . . . . . . . . . . . . . . . . . . . . . . 2-13
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11
Charge air cooler
Air vessels
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-110
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78
Alignment Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . . 2-78
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157
Clearance
Alternator Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Reverse power protection. . . . . . . . . . . . . . . . . . . 2-65
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115
Ambient conditions causes de-rating . . . . . . . . . . . . . . 2-21 Flow rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 Common rail injection system . . . . . . . . . . . . . . . . . . . . 5-91
Arrangement Composition of exhaust gas . . . . . . . . . . . . . . . . . . . . . 2-99
Attached pumps. . . . . . . . . . . . . . . . . . . . . . . . . 2-127 Compressed air system . . . . . . . . . . . . . . . . . . . . . . . 5-103
Engine arrangements . . . . . . . . . . . . . . . . . . . . . . 1-11
Condensate amount
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123
Air vessel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Attached pumps Charge air cooler. . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
Consumption
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78
Fuel oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
Available outputs Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-113
Permissible frequency deviations . . . . . . . . . . . . . 2-59 Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Related reference conditions . . . . . . . . . . . . . . . . 2-19 Starting air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Controllable pitch propeller
B Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Balancing of masses . . . . . . . . . . . . . . . . . . . . . . . . . 2-115
Cooler
Bearing, permissible loads . . . . . . . . . . . . . . . . . . . . . 2-111 Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82
Blackout Heat to be dissipated . . . . . . . . . . . . . 2-78I 2-82I 2-86
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13 Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Black-start capability . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47 Cooler specification
Blowing-off the exhaust gas Nominal values . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82
Marine_48-60B_IMO Tier IISIX.fm
Waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13 Cooling water

By-pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12 Inspecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
Specification for cleaning. . . . . . . . . . . . . . . . . . . . 4-47
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Sytem description . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
48/60B Index - I
Crankcase vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43 Engine
Cylinder liner, removal of . . . . . . . . . . . . . . . . . . . . . . . 6-13 3D Engine Viewer . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157
D Definition of engine rating . . . . . . . . . . . . . . . . . . . 2-18

Designation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5I 9-13
Equipment for various applicatons. . . . . . . . . . . . . 2-11
Damper
Moments of inertia – Damper, flywheel . . . . . . . . 2-113
Moments of inertia – Engine, flywheel . . . . . . . . . 2-113
Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
Dead ship condition Operation under arctic conditions . . . . . . . . . . . . . 2-27
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13 Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13 Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
De-rating, due to ambient conditions . . . . . . . . . . . . . . 2-21 Ratings for different applications . . . . . . . . . . . . . . 2-19
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Diesel fuel see Fuel oil
Room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . 5-115
Diesel-electric operation. . . . . . . . . . . . . . . . . . . . . . . . 2-55 Running-in
Engine running-in . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9 Diesel-electric operation 9-9
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45 Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Diesel-electric propulsion Engine atutomation
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Drive control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Engine automation
Example of configuration . . . . . . . . . . . . . . . . . . . 8-27
Functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Form for plant layout. . . . . . . . . . . . . . . . . . . . . . . 9-29
Installation requirements . . . . . . . . . . . . . . . . . . . . 3-21
Plant design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Power management . . . . . . . . . . . . . . . . . . . . . . . 8-23
Measuring and control devices . . . . . . . . . . . . . . . 3-23
Dredge pumps Supply and distribution . . . . . . . . . . . . . . . . . . . . . . 3-9
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39 System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
E Exhaust gas
Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
Earthing Emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Bearing insulation . . . . . . . . . . . . . . . . . . . . . . . . . 2-67 Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67 Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
Use of welding equipment . . . . . . . . . . . . . . . . . . 2-68 System description . . . . . . . . . . . . . . . . . . . . . . . 5-117
ECR Temperature . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15 Explanatory notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Emissions
Exhaust gas - IMO standard . . . . . . . . . . . . . . . . . 2-97
Static torque fluctuation . . . . . . . . . . . . . . . . . . . 2-119
Torsional vibrations. . . . . . . . . . . . . . . . . . . . . . . 2-107
Index - II 48/60B
F GenSet application
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Factory Acceptance Test (FAT) . . . . . . . . . . . . . . . . . . . 9-7 Grid parallel operation
Failure of one engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Filling volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90 Gross calorific value (GCV)

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-116
Fixed pitch propeller
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
H
Flexible pipe connections Heat radiation . . . . . . . . . . . . . . . . . . 2-78I 2-80I 2-84I 2-86
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Heat to be dissipated . . . . . . . . . . . . . . . . . 2-78I 2-82I 2-86
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Heavy fuel oil see Fuel oil
Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84 HFO see Fuel oil
L.O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77 HT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Flow resistances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90 I
Flywheel
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123 IMO Tier II
Moments of inertia – Engine, damper . . . . . . . . . 2-113 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-70
Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . . 2-97
Foundation
Chocking with synthetic resin . . . . . . . . . . . . . . . 2-139 Installation
Conical mountings . . . . . . . . . . . . . . . . . . . . . . . 2-152 Flexible pipe connections . . . . . . . . . . . . . . . . . . . . 5-5
General requirements . . . . . . . . . . . . . . . . . . . . . 2-129 Installation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Inclined sandwich elements . . . . . . . . . . . . . . . . 2-147 Intake noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103
Resilient seating . . . . . . . . . . . . . . . . . . . . . . . . . 2-145
ISO
Rigid seating. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-131
Reference Conditions . . . . . . . . . . . . . . . . . . . . . . 2-18
Fuel oil Standard output . . . . . . . . . . . . . . . . . . . . . 2-17I 9-15
Calculation of consumption . . . . . . . . . . . . . . . . . 2-73
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagram of HFO supply system . . . . . . . . . . . . . .
2-69
5-98
J
Diagram of HFO treatment system . . . . . . . . . . . . 5-87
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13
Diagram of MDO supply system . . . . . . . . . . . . . . 5-81
Air consumption . . . . . . . . . . . . . . . . . . . . . . . . . 5-113
Diagram of MDO treatment system. . . . . . . . . . . . 5-79
HFO system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-89
HFO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85 L
MDO treatment. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-79
Specification (biofuel) . . . . . . . . . . . . . . . . . . . . . . 4-19 Layout of pipes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-23 Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Specification (MDO) . . . . . . . . . . . . . . . . . . . . . . . 4-21 List for measuring and control devices . . . . . . . . . . . . . 3-23
Specification of gas oil (MGO) . . . . . . . . . . . . . . . . 4-17
Load
Viscosity-diagram (VT) . . . . . . . . . . . . . . . . . . . . . 4-35
Low load operation . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Fuel stop power Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Load application
Change of load steps . . . . . . . . . . . . . . . . . . . . . . 2-36

G Cold engine (only emergency case) . . . . . . . . . . . . 2-54
Diesel-electric plants . . . . . . . . . . . . . . . . . . . . . . . 2-47
Gas oil Preheated engine . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 Ship electrical systems . . . . . . . . . . . . . . . . . . . . . 2-55
General requirements for pitch control . . . . . . . . . . . . . 2-35 Low load operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
48/60B Index - III

LT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31 Operating range
Lube oil Dredge pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71 Operation
Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-11 Acceleration times . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Specification (MGO/MDO) . . . . . . . . . . . . . . . . . . . 4-5 Load application for ship electrical systems . . . . . . 2-55
System description . . . . . . . . . . . . . . . . . . . . . . . . 5-19 Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16 Low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
M Running-in of engine (diesel-electric operation) . . . . 9-9
Vessels (Failure of one engine). . . . . . . . . . . . . . . . 2-63
Marine diesel oil see Fuel oil Output
Marine gas oil see Fuel oil Available outputs, related reference conditions . . . 2-19
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
MARPOL Regulation . . . . . . . . . . . . . . . . . . . . . . 2-69I 2-97
Engine ratings, power, speeds . . . . . . . . . . . . . . . 2-17
MCR ISO Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15 Permissible frequency deviations . . . . . . . . . . . . . . 2-59
MDO Overload power
Diagram of treatment system . . . . . . . . . . . . . . . . 5-79 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
see Fuel oil
MGO see Fuel oil
P
MGO/MDO see Lube oil
Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-113 Part load operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Permissible frequency deviations
N Available outputs . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Net calorific value (NCV) Piping
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14 Propeller layout . . . . . . . . . . . . . . . . . . . . . . . 7-9I 9-35
Noise Piston, removal of. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
Pitch control
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
General requirements . . . . . . . . . . . . . . . . . . . . . . 2-35
Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103
Planning data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Nominal Output
Flow rates of cooler . . . . . . . . . . . . . . . . . . . 2-78I 2-82
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Heat to be dissipated . . . . . . . . . . . . . 2-78I 2-82I 2-86
NOx Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
IMO Tier II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Postlubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Nozzle cooling system . . . . . . . . . . . . . . . . . . . . . . . . . 5-69
Power
Engine ratings, outputs, speeds . . . . . . . . . . . . . . 2-17
O Power drive connection . . . . . . . . . . . . . . . . . 2-111I 2-113
Off-shore application Preheated engine
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14 Load application . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13 Preheating
At starting condition . . . . . . . . . . . . . . . . . . . . . . . 2-47
Operating
Charge air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91I 2-92

Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
Range (CPP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Range (Diesel-electric) . . . . . . . . . . . . . . . . . . . . . 2-45 Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Standard-output (definition) . . . . . . . . . . . . . . . . . 9-15 Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91
Index - IV 48/60B
Propeller Specification
Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11 Biofuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
General requirements for pitch control . . . . . . . . . 2-35 Cleaning agents for cooling water . . . . . . . . . . . . . 4-47
Layout data . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9I 9-35 Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Operating range CPP . . . . . . . . . . . . . . . . . . . . . . 2-33 Cooling water inspecting . . . . . . . . . . . . . . . . . . . . 4-45
Operation, suction dredge (pump drive) . . . . . . . . 2-33 Cooling water system cleaning . . . . . . . . . . . . . . . 4-47
Pumps Diesel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82 Engine cooling water . . . . . . . . . . . . . . . . . . . . . . . 4-37
Fuel oil (HFO). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
R Fuel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

Fuel oil (MGO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Gas oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Rated power
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Lube oil (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Reduction of load . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61 Lube oil (MGO/MDO). . . . . . . . . . . . . . . . . . . . . . . . 4-5
Reference Conditions (ISO) . . . . . . . . . . . . . . . . . . . . . 2-18 Viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
Removal Speed
Cylinder liner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13 Adjusting range . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13 Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Reverse power protection Engine ratings, power, outputs . . . . . . . . . . . . . . . 2-17
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65 Splash oil monitoring system . . . . . . . . . . . . . . . . . . . . 2-13
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 Stand-by operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9 Starting air
Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-109
S Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-113
Sacos one System description . . . . . . . . . . . . . . . . . . . . . . . 5-103
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 System diagram . . . . . . . . . . . . . . . . . . . . . . . . . 5-106
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-109
Safety Starting conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 Static torque fluctuation . . . . . . . . . . . . . . . . . . . . . . . 2-119
Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Selective catalytic reduction . . . . . . . . . . . . . . . . . . . . 5-121 Suction Dredger application
Slow turn . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13I 2-48 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27 Sudden load shedding . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Supply system
Blackout conditions. . . . . . . . . . . . . . . . . . . . . . . 5-102
MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-81
Supply system (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-89
Switching HT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Switching LT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
48/60B Index - V
T
Table of ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Temperature
Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Temperature control
Charge air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Time limits for low load operation . . . . . . . . . . . . . . . . . 2-32
Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107
Two-stage charge air cooler . . . . . . . . . . . . . . . . . . . . 2-12
U
Unloading the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
V
Variable Injection Timing (VIT). . . . . . . . . . . . . . . . . . . . 2-13
Venting
Crankcase, turbocharger . . . . . . . . . . . . . . . . . . . 2-95
Vibration, torsional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107
Viscosity-temperature-diagram . . . . . . . . . . . . . . . . . . 4-35
W
Waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Water
Specification for engine cooling water. . . . . . . . . . 4-37
Water systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Cooling water collecting and supply system . . . . . 5-61
Nozzle cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-69
Turbine washing device . . . . . . . . . . . . . . . . . . . . 5-67
Waterjet application
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Weights
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Windmilling protection . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Index - VI 48/60B
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D2366491EN Printed in Germany GMC-AUG -09110.5

Copyright © MAN Diesel & Turbo · Subject to modification in the interest of technical progress.
Four-stroke diesel engines compliant with IMO Tier II

48/60B
MAN Diesel & Turbo
48/60B
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Fax +49 821 322-3382
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MAN Diesel & Turbo

© MAN Diesel & Turbo

1.2 Engine description 48/60B IMO Tier II ..................................................................................... 1 - 5

1.3 Overview 48/60B ....................................................................................................................... 1 - 7

1.4 Typical marine plants and engine arrangements.................................................................. 1 - 11

2 Engine and operation ........................................................................ 2 - 1

2.2 Ratings (output) and speeds .................................................................................................. 2 - 17

2.3 Engine operation under arctic conditions.............................................................................. 2 - 27

2.4 Low load operation ................................................................................................................. 2 - 31

2.5 Propeller operation, suction dredge (pump drive) ................................................................ 2 - 33

2.6 GenSet operation .................................................................................................................... 2 - 45

2.6.3 Load application – Preheated engine .................................................................. 2 - 51

48/60B Table of contents - 1

2.7 Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 69

2.8 Planning data for emission standard: IMO Tier II.................................................................. 2 - 77

2.9 Exhaust gas emission............................................................................................................. 2 - 97

2.10 Noise...................................................................................................................................... 2 - 101

2.11 Vibration ................................................................................................................................ 2 - 107

2.12 Requirements for power drive connection (static).............................................................. 2 - 111

2.13 Requirements for power drive connection (dynamic)......................................................... 2 - 113

2.14 Power transmission .............................................................................................................. 2 - 123

2.15 Arrangement of attached pumps ......................................................................................... 2 - 127

Table of contents - 2 48/60B

3 Engine automation ............................................................................ 3 - 1

3.2 Power supply and distribution ................................................................................................. 3 - 9

3.4 Functionality ........................................................................................................................... 3 - 13

3.5 Interfaces ................................................................................................................................ 3 - 17

3.6 Technical data......................................................................................................................... 3 - 19

3.7 Installation requirements ....................................................................................................... 3 - 21

3.8 Engine-located measuring and control devices .................................................................... 3 - 23

4 Specification for engine supplies ..................................................... 4 - 1

4.4 Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 17

4.5 Specification for biofuel ......................................................................................................... 4 - 19

4.6 Specification for diesel oil (MDO)........................................................................................... 4 - 21

4.7 Specification for heavy fuel oil (HFO)..................................................................................... 4 - 23

4.8 Viscosity-temperature diagram (VT diagram) ....................................................................... 4 - 35

48/60B Table of contents - 3

4.10 Cooling water inspecting........................................................................................................ 4 - 45

4.11 Cooling water system cleaning .............................................................................................. 4 - 47

4.12 Specification for intake air (combustion air)......................................................................... 4 - 49

5 Engine supply systems ..................................................................... 5 - 1

5.2 Lube oil system ....................................................................................................................... 5 - 15

5.3 Water systems ........................................................................................................................ 5 - 45

5.4 Fuel oil system ........................................................................................................................ 5 - 79

Table of contents - 4 48/60B

5.6 Engine room ventilation and combustion air....................................................................... 5 - 115

5.7 Exhaust gas system.............................................................................................................. 5 - 117

5.8 Exhaust gas aftertreatment – Selective catalytic reduction............................................... 5 - 121

6 Engine room planning ....................................................................... 6 - 1

6.2 Exhaust gas ducting ............................................................................................................... 6 - 35

7.3 Propeller layout data................................................................................................................. 7 - 9

7.4 Propeller clearance................................................................................................................. 7 - 11

8 Diesel-electric propulsion plants...................................................... 8 - 1