48-60cr Imo Tier II - Marine

48/60CR
Project Guide Marine

Four-stroke diesel engines
compliant with IMO Tier II
MAN Diesel & Turbo
86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com
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PJG_48_60CR_25mm_Ruecken.indd U4 03.02.2011 14:15:20
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48/60CR
Status Version Checked Date Checked Date
05.2011 2.13 Franz 2011-05-10 Utjesinovic 2011-05-10
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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
MAN Diesel & Turbo
Reproduction permitted provided source is given.
48/60CR Page 1 - 1
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Table of contents
1 lntroduction........................................................................ 1 - 1
1.1 Four stroke diesel engine programme for marine................................................ 1 - 3
1.2 Engine description 48/60CR lMO Tier ll .............................................................. 1 - 5
1.3 Overview 48/60CR............................................................................................... 1 - 9
1.4 Typical marine plants and engine arrangements ............................................... 1 - 13
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
2.1.6 Engine equipment for various applications - General description.................... 2 - 13
2.2 Ratings (outputj and speeds.............................................................................. 2 - 17
2.2.1 Standard engine ratings .................................................................................... 2 - 17
2.2.2 Engine ratings (outputj 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 dredger (pump drivej ............................................ 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 dredge pumps................................................................... 2 - 39
2.5.4 Acceleration times ............................................................................................. 2 - 41
2.6 Diesel-electric operation.................................................................................... 2 - 45
2.6.1 Operating range for diesel-electric operation.................................................... 2 - 45
2.6.2 Starting conditions and load application for diesel-electric plants ................... 2 - 47
2.6.3 Load application - Preheated engine................................................................ 2 - 51
2.6.4 Load application - Cold engine (only emergency casej .................................... 2 - 54
2.6.5 Available outputs and permissible frequency deviations .................................. 2 - 59
2.6.6 Load reduction................................................................................................... 2 - 61
Page 1 - 2 48/60CR
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2.6.7 Diesel-electric operation of vessels - Failure of one engine ............................. 2 - 63
2.6.8 Alternator - Reverse power protection.............................................................. 2 - 65
2.6.9 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 lMO Tier ll .................................... 2 - 69
2.7.2 Lube oil consumption........................................................................................ 2 - 71
2.7.3 Starting air/control air consumption.................................................................. 2 - 72
2.7.4 Calculation of fuel consumption at site ............................................................. 2 - 73
2.7.5 Aging.................................................................................................................. 2 - 75
2.8 Planning data for emission standard: lMO Tier ll............................................... 2 - 77
2.8.1 Nominal values for cooler specification - L48/60CR......................................... 2 - 78
2.8.2 Temperature basis, nominal air and exhaust gas data - L48/60CR.................. 2 - 80
2.8.3 Nominal values for cooler specification - v48/60CR ........................................ 2 - 81
2.8.4 Temperature basis, nominal air and exhaust gas data - v48/60CR ................. 2 - 83
2.8.5 Load specific values at tropical conditions - 48/60CR..................................... 2 - 84
2.8.6 Load specific values at lSO-conditions - 48/60CR........................................... 2 - 85
2.8.7 Filling volumes and flow resistances ................................................................ 2 - 86
2.8.8 Operating/service temperatures and pressures ................................................ 2 - 87
2.8.9 venting amount of crankcase and turbocharger ............................................... 2 - 91
2.9 Exhaust gas emission ........................................................................................ 2 - 93
2.9.1 Maximum allowed emission value NO
x
lMO Tier ll ........................................... 2 - 93
2.9.2 Exhaust gas components of medium speed four-stroke diesel engines .......... 2 - 95
2.10 Noise.................................................................................................................. 2 - 97
2.10.1 Engine noise ...................................................................................................... 2 - 97
2.10.2 lntake noise ....................................................................................................... 2 - 99
2.10.3 Exhaust gas noise............................................................................................ 2 - 101
2.11 vibration........................................................................................................... 2 - 103
2.11.1 Torsional vibrations ......................................................................................... 2 - 103
2.12 Requirements for power drive connection (staticj ........................................... 2 - 107
2.13 Requirements for power drive connection (dynamicj ...................................... 2 - 109
2.13.1 Moments of inertia - Engine, damper, flywheel............................................... 2 - 109
2.13.2 Balancing of masses - Firing order ................................................................. 2 - 111
2.13.3 Static torque fluctuation .................................................................................. 2 - 115
2.14 Power transmission.......................................................................................... 2 - 119
2.14.1 Flywheel arrangement ..................................................................................... 2 - 119
2.15 Arrangement of attached pumps..................................................................... 2 - 123
48/60CR Page 1 - 3
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2.16 Foundation....................................................................................................... 2 - 125
2.16.1 General requirements for engine foundation................................................... 2 - 125
2.16.2 Rigid seating.................................................................................................... 2 - 127
2.16.3 Chocking with synthetic resin.......................................................................... 2 - 135
2.16.4 Resilient seating.............................................................................................. 2 - 141
2.16.5 Recommended configuration of foundation.................................................... 2 - 143
2.16.6 Engine alignment ............................................................................................. 2 - 153
3 Engine automation ............................................................. 3 - 1
3.1 SaCoS
one
system overview ................................................................................. 3 - 3
3.2 Power supply and distribution ............................................................................. 3 - 9
3.3 Operation ........................................................................................................... 3 - 11
3.4 Functionality....................................................................................................... 3 - 13
3.5 lnterfaces ........................................................................................................... 3 - 17
3.6 Technical data.................................................................................................... 3 - 19
3.7 lnstallation 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 lntake air .............................................................................................................. 4 - 3
4.1.2 Fuel ...................................................................................................................... 4 - 3
4.1.3 Engine cooling water ........................................................................................... 4 - 4
4.1.4 Lubricating oil ...................................................................................................... 4 - 4
4.2 Specification for lubricating oil (SAE 40j for operation with marine gas oil,
diesel oil (MGO/MDOj and bio-fuels .................................................................... 4 - 5
4.3 Specification for lubricating oil (SAE 40j for operation on heavy fuel oil (HFOj.. 4 - 11
4.4 Specification for gas oil/diesel oil (MGOj ........................................................... 4 - 17
4.5 Specification for bio-fuel .................................................................................... 4 - 19
4.6 Specification for marine diesel oil (MDOj ........................................................... 4 - 21
4.7 Specification for heavy fuel oil (HFOj ................................................................. 4 - 23
4.8 viscosity-temperature diagram (vT diagramj..................................................... 4 - 35
Page 1 - 4 48/60CR
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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 airj....................................................... 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 lnstallation of flexible pipe connections for resiliently mounted engines ............ 5 - 5
5.1.3 Condensate amount .......................................................................................... 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 - 51
5.3.3 Advanced HT cooling water system for increased fresh water
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 conditionj 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 (MDOj treatment system......................................................... 5 - 79
5.4.2 Marine diesel oil (MDOj supply system for diesel engines ................................ 5 - 81
5.4.3 Heavy fuel oil (HFOj treatment system.............................................................. 5 - 85
5.4.4 Heavy fuel oil (HFOj supply system................................................................... 5 - 89
5.4.5 Fuel supply at black out conditions................................................................. 5 - 103
48/60CR Page 1 - 5
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5.5 Compressed air system................................................................................... 5 - 105
5.5.1 Starting air system........................................................................................... 5 - 105
5.5.2 Starting air vessels, compressors ................................................................... 5 - 111
5.5.3 Jet Assist ......................................................................................................... 5 - 115
5.6 Engine room ventilation and combustion air ................................................... 5 - 117
5.7 Exhaust gas system......................................................................................... 5 - 119
5.7.1 General information ......................................................................................... 5 - 119
5.7.2 Components and assemblies.......................................................................... 5 - 121
6 Engine room planning ........................................................ 6 - 1
6.1 lnstallation and arrangement ............................................................................... 6 - 3
6.1.1 General details..................................................................................................... 6 - 3
6.1.2 lnstallation 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 - 23
6.1.6 Lifting appliance ................................................................................................ 6 - 25
6.1.7 Major spare parts............................................................................................... 6 - 29
6.1.8 Arrangement of diesel-electric propulsion plants............................................. 6 - 33
6.2 Exhaust gas ducting .......................................................................................... 6 - 37
6.2.1 Example: Ducting arrangement ......................................................................... 6 - 37
6.2.2 Position of the outlet casing of the turbocharger .............................................. 6 - 39
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
Page 1 - 6 48/60CR
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8 Diesel-electric propulsion plants........................................ 8 - 1
8.1 Diesel-electric propulsion plants.......................................................................... 8 - 3
8.1.1 Advantages of diesel-electric propulsion ............................................................ 8 - 3
8.1.2 Efficiencies in diesel-electric plants..................................................................... 8 - 4
8.1.3 Components of a diesel-electric propulsion plant............................................... 8 - 5
8.1.4 Diesel-electric plant design ................................................................................. 8 - 7
8.1.5 Engine selection .................................................................................................. 8 - 8
8.1.6 E-plant, switchboard and alternator design ........................................................ 8 - 9
8.1.7 Over-torque capability....................................................................................... 8 - 12
8.1.8 Protection of the electric plant .......................................................................... 8 - 13
8.1.9 Drive control ...................................................................................................... 8 - 14
8.1.10 Power management........................................................................................... 8 - 15
8.1.11 Example configurations of diesel-electric propulsion plants............................. 8 - 19
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 (FATj .................................................. 9 - 7
9.3 Engine running-in................................................................................................. 9 - 9
9.4 Definitions .......................................................................................................... 9 - 13
9.5 Symbols ............................................................................................................. 9 - 19
9.6 Preservation, packaging, storage ...................................................................... 9 - 23
9.6.1 General information ........................................................................................... 9 - 23
9.6.2 Storage location and duration ........................................................................... 9 - 24
9.6.3 Follow-up preservation when preservation period is exceeded........................ 9 - 25
9.6.4 Removal of corrosion protection ....................................................................... 9 - 25
9.7 Engine colour ..................................................................................................... 9 - 27
9.8 Form................................................................................................................... 9 - 31
9.8.1 Diesel-electric plant layout data ........................................................................ 9 - 31
9.8.2 Propeller layout data.......................................................................................... 9 - 37
lndex......................................................................................... l
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1 lntroduction
Page 1 - 2
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lntroduction
1.1 Four stroke diesel engine programme for marine
C-BB Page 1 - 3
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Application complies with lMO Tier ll
Figure 1-1 MAN Diesel & Turbo engine programme
MAN Medium Speed Propulsion Engines
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-
1032
V28/33D*
1000-
1032
V28/33D STC*
800
L27/38
L27/38 (MGO)
1000 L21/31

0 5,000 10,000 15,000 20,000 25,000
r/min
kW
Engine type
* The engine complies with EPA Tier 2.
lntroduction
Page 1 - 4 C-BB
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lntroduction
1.2 Engine description 48/60CR lMO Tier ll
A-BB 48/60CR Page 1 - 5
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General
With the 48/60CR (Common Railj, MAN Diesel &
Turbo is embarking on a new era in modern die-
sel engine design. Based on the more than
600-fold well proven 48/60 engine, the 48/60CR
was developed for use as a propulsion engine in
cruise liners, tankers or container ships. By the
use of electronic injection, variable valve Timing,
improved turbocharger and by improved com-
bustion, increasingly stringent emission stand-
ards can be fulfilled and improved part load
performance (smoke, SFOCj can be obtained
without compromising on the engines high avail-
ability and specific power output. The 48/60CR
thereby sets the new standard in this engine
class and is therefore a true prime mover" in
every respect.
Fuels
The common rail injection system of the
48/60CR was designed for operation with heavy
fuel oil (HFOj in accordance with specification
DlN lSO 8217 (viscosities up to 700 cSt at 50 Cj
and fuel temperatures up to 150 C. The fuel oil
system is designed to allow the engine to be
started and stopped with HFO. Of course, the
engine can operate marine diesel oil (MDOj and
marine gas oil too. ln accordance with
DlN lSO 8217, minimal viscosity is limited to
2 cSt at 40 C. Special attention was directed
during development on the reliable functionality
of all components during operation with all ap-
proved fuel qualities.
lnjection
The principal advantage of common rail injec-
tion is the flexibility gained by separating pres-
sure generation and injection control.
MAN Diesel & Turbo has kept its common rail
technology as simple as possible. For example,
there is no separate servo circuit to activate the
injection valves. Conventional pressure control-
led injectors are used and solenoid valves are in-
tegrated into the rail units away from the heat of
the cylinder heads, resulting in greater system
reliability and easy maintenance.
The common rail system is released for ships
with single propulsion systems.
Modular division of the rail units and their as-
signment to individual cylinder units reduces
material costs and assembly effort and allows
for short lengths of high-pressure injection
pipes.
Features and advantages
As a matter of principle, MAN Diesel & Turbo has
kept the basic concept of its Common Rail Tech-
nology as simple as possible and has integrated
technically proven components into the design.
For example, in keeping with this philosophy, the
design does not use a separate servo circuit for
activating the injection valve. Less maintenance
is one of the benefits as well as extremely quick
and accurate reaction times of the injection sys-
tem. The electronically controlled injection
valves are on the rail outside the cylinder head,
resulting in greater system reliability and easy
maintainability. Also, integrated into the com-
mon rail technology are well-proven compo-
nents with long service experience, such as
conventional injection nozzles.
With the 48/60CR it has been possible to com-
bine conflicting development specifications like
"high power density" and "low emissions" with
"low wear" in a revolutionary way. The engine
represents the newest technology in the area of
medium speed operated industrial sized diesel
engines. Engine technology that is ready for the
future.
lntroduction
Page 1 - 6 48/60CR A-BB
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Electronics
The 48/60CR is equipped with the well proven
Safety and Control System (SaCoS
one
j. As an
in-house development it is best adapted to MAN
Diesel & Turbo engines. SaCoS
one
combines all
functions of a modern engine management sys-
tem within one complete system. SaCoS
one
of-
fers:
lntegrated self-diagnosis functions
Maximum reliability and availability
Simple use and diagnosis
Quick exchange of modules (plug inj
Trouble-free and time-saving commissioning
Safety concept
Safety in design and operation is one of the
most important considerations, especially for
marine engines. To ensure that all possible fail-
ures are covered by the common rail safety con-
cept, MAN Diesel & Turbo has completed an
extensive failure mode and effects analysis
(FMEAj process.
lnjectors are only pressurized during injection
No danger of uncontrolled injection, even if a
control valve or injection valve leaks.
High-pressure components are double-
walled
No danger of fuel escaping in case of leaking
or broken pipes.
Flow-limiting valves for each cylinder
No danger of excessive injection quantity,
even in case of leaking or broken compo-
nents.
Two to four high-pressure pumps
Should one pump fail, emergency
operation is possible.
Pressure-limiting valve with additional pres-
sure-controlfunction/safety valve
Emergency operation possible, even in case
of any failure in rail pressure control.
Emergency stop valve/flushing valve
The valve, actuated by compressed air, stops
the engine in case of emergency.
Redundant rail-pressure sensors and TDC
speed pick-ups
No interruption of engine operation neces-
sary due to pick-up or sensor error.
NO
x
Reduction Measures 48/60CR
Rl - Retarded lnjection
Retarded injection timing delays combustion
heat release and thus lowers combustion cham-
ber temperature peaks.
New Piston for lncreased Compression Ratio
The use of a new piston provides a higher com-
pression ratio and gives a faster reduction in
temperature after the ignition of the fuel, thus re-
ducing NOx formation. The increase in com-
pression ratio also compensates the reduction
in firing temperature due to retarded injection
and hence the associated increase in SFOC.
vvT variable valve Timing
variable valve Timing enables variations in the
opening and closing of the inlet and exhaust
valves. lt can be used to compensate the in-
crease in SFOC associated with lower NOx
emissions.
vvT is an enabling technology of variable Miller
valve timing. A strong Miller effect under high
load operation results in an improvement in the
NOx-SFOC trade-off.
At low load the Miller valve timings are reduced
to attain higher combustion temperatures and
thus lower soot emissions.
Miller valve Timing
To reduce the temperature peaks which promote
the formation of NOx, early closure of the inlet
valve causes the charge air to expand and cool
before start of compression. The resulting re-
duction in combustion temperature reduces
NOx emissions.
lntroduction
A-BB 48/60CR Page 1 - 7
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High Pressure Ratio Turbocharger
The use of MAN Diesel & Turbo turbochargers
equipped with the latest high efficiency com-
pressor wheels can alleviate the NOx-SFOC
trade off. The higher pressure ratio increases the
efficiency of the engine and thus compensates
the increase in SFOC normally associated with
lower NOx emissions.
The higher pressure ratio also increases the
scope for Miller valve timing.
Common rail injection
Engines equipped with this common rail tech-
nology, and thus an optimised combustion proc-
ess, are also sure to meet more stringent
emission regulations (lMO, World Bankj that
may be imposed in
future. The design ensures that smoke emis-
sions from the funnel stay below the visibility
limit.
lntroduction
Page 1 - 8 48/60CR A-BB
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lntroduction
1.3 Overview 48/60CR
A-BB 48/60CR Page 1 - 9
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Figure 1-2 Overview L48/60CR
Legend
Connection point generally

3
HT pump
1
Fuel inlet
4
HT water outlet
2
LT pump
5
Exhaust heat shield
lntroduction
Page 1 - 10 48/60CR A-BB
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Figure 1-3 Overview L48/60CR
Legend

2
Air filter
1
Turbocharger exhaust outlet
3
Air cooler
lntroduction
A-BB 48/60CR Page 1 - 11
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Figure 1-4 Overview v48/60CR
Legend

2
HT pump
1
Exhaust heat shield
lntroduction
Page 1 - 12 48/60CR A-BB
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Figure 1-5 Overview v48/60CR
Legend

4
Air cooler
1
HT water outlet
5
Air filter
2
LT water outlet
6
Tappet cover
3
Turbocharger exhaust outlet
Introduction
1.4 Typical marine plants and engine arrangements
E-BB 48/60B, 48/60CR Page 1 - 13
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Figure 1-6 Engine room arrangement: multi purpose and container ships
Figure 1-7 Special carrier: propelled by 2 x 9L48/60, total output 18,900 kW
Introduction
Page 1 - 14 48/60B, 48/60CR E-BB
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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
Introduction
E-BB 48/60B, 48/60CR Page 1 - 15
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Figure 1-10 Dredge: propelled by 2 x 7L48/60, total output 11.6 MW
Introduction
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2 Engine and operation
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Engine and operation
2.1.1 Engine cross section
A-BB 48/60CR Page 2 - 3
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2.1 Engine design
Figure 2-1 Cross section - Engine L48/60CR; view on counter coupling side
Page 2 - 4 48/60CR A-BB
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Figure 2-2 Cross section - Engine v48/60CR
2.1.2 Engine designations - Design parameters
A-BB 48/60CR Page 2 - 5
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Engine 48/60CR
Example to declare engine designations

18v48/60CR
Piston stroke [cm|
Cylinder bore [cm|
v=vee engine, L= in-line engine
Cylinder number
Design index
Parameter Abbreviations Unit
Number of cylinders 6, 7, 8, 9,
12, 14, 16, 18
-
ln-line engine L
vee engine v
Cylinder bore 48
cm
Piston stroke 60
Table 2-1 Designations engine - 48/60CR
Parameter value Unit
Cylinder bore 480
mm
Piston stroke 600
Swept volume of each cylinder 108.6 dm
3
Compression ratio 1200 kW/cyl. marine plants 16.0 -
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
Table 2-2 Design parameters engine - 48/60CR
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2.1.3 Engine main dimensions, weights and views
A-BB 48/60CR Page 2 - 7
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Engine L48/60CR
Figure 2-3 Main dimensions - Engine L48/60CR
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 2-109"
Legend
Engine Length L Length L1 Width W Weight without fly-
wheel
mm tons
6L48/60CR 8,615 7,455
3,195
106
7L48/60CR 9,435 8,275 119
8L48/60CR 10,460 9,095
3,325
135
9L48/60CR 11,425 9,915 148
The dimensions and weights are given for guidance only.
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Engine v48/60CR
Figure 2-4 Main dimensions - Engine v48/60CR
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 2-109".
Legend
Engine Length L Length L1 Weight without flywheel
mm tons
12v48/60CR 10,760 9,088 189
14v48/60CR 11,760 10,088 213
16v48/60CR 13,100 11,088 240
18v48/60CR 14,100 12,088 265
The dimensions and weights are given for guidance only.
2.1.4 Engine inclination
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Figure 2-5 Angle of inclination
Note!
For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the
ship!
Legend
o
Athwartships
|
Fore and aft
Max. permissible angle of inclination [|
1j
1j
Athwartships and fore and aft inclinations may occur simultaneously.
Application Athwartships o Fore and aft |
Heel to each
side (staticj
Rolling to each
side (dynamicj
Trim (staticj
2j
2j
Depending on length L of the ship.
Pitching
(dynamicj
L < 100 m L > 100 m
Main engines 15 22.5 5 500/L 7.5
Table 2-3 lnclinations
E
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2.1.5 Engine equipment for various applications
D-BD 48/60CR Page 2 - 11
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Device/measure Ship Stationary
engines
Propeller
Diesel-
mechanic
Diesel-
electric
Charge air blow-off for firing pressure limitation Order-related, if intake air temp. 5C
Charge air blow-off for firing pressure limitation and
exhaust gas temperature control
Order-related, for plants with catalyst converter
Charge air by-pass X - (X
1)
)
1)
Required for engine 48/60CR Generator operation, enviro version.
-
Two-stage charge air cooler X X X
Charge air preheating by HT-LT switching O (X
2)
)
2)
Required if after first start the still cold engine should run at partial load without increased smoke emission.
O (X
2)
) O (X
2)
)
Charge air preheating by LT shut-off X X X
CHATCO (charge air temperature control) X X X
VIT (Variable Injection timing) Not applicable for common rail engines
VVT (Variable Valve Timing) X X X
Jet Assist (accelerating the turbocharger) O (X
3)
)
3)
Required if special demands exist regarding fast acceleration and fast load application without increased soot emission.
X X
Slow turn O X O (X
4)
)
4)
Required for plants with power management system demanding automatic engine start.
Oil mist detector O O O
Splash oil monitoring X X X
Main bearing temperature monitoring X X X
Attached HT cooling water pump O O O
Attached LT cooling water pump O O O
Attached lubrication oil pump O O O
X = required, O = optional
Table 2-4 Engine equipment
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2.1.6 Engine equipment for various applications - General description
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Charge air blow-off for firing pressure limitation
lf engines are operated at full load at low intake
temperature, the high air density leads to the
danger of excessive charge air pressure and,
consequently, much too high ignition pressure.
ln order to avoid such conditions, part of the
charge air is withdrawn upstream or down-
stream of the charge air cooler and blown off
into the engine room. This is achieved by means
of an electro-pneumatically controlled flap or a
spring-loaded valve.
Charge air blow-off device for firing pressure
limitation and exhaust gas temperature control
after turbine
For plants with an SCR catalyst, downstream of
the turbine, a minimum exhaust gas temperature
upstream of the SCR catalyst is necessary in or-
der to ensure its proper performance.
This minimum exhaust gas temperature de-
pends on the type and design of the SCR cata-
lyst and is fixed by its manufacturer. ln case the
temperature downstream of the turbine falls be-
low the set minimum exhaust gas temperature,
a flap provided on the engine is opened gradu-
ally in order to blow off the charge air until the
exhaust gas temperature downstream of the en-
gine (and thus upstream of the SCR catalystj has
reached the required level.
Charge air by-pass
The charge air pipe is connected to the exhaust
pipe via a reduced diameter pipe and a by-pass
flap. The flap is closed in normal operation.
Mainly in propeller operation between 25 and
60 % engine load (above cross-over pointj the
charge air by-pass is opened, so that the turbo-
charger is operated at a higher air flow with high-
er efficiency. The resultant increased charge air
pressure with improved scavenging pressure
gradient leads to lower component tempera-
tures.
Two-stage charge air cooler
The two stage charge air cooler consists of two
stages which differ in the temperature level of
the connected water circuits. The charge air is
first cooled by the HT circuit (high temperature
stage of the charge air cooler, enginej and then
further cooled down by the LT circuit (low tem-
perature stage of the charge air cooler, lube oil
coolerj.
Charge air preheating by HT-LT switching
Charge air preheating by HT-LT switching is
used in the load range from 0 % up to 20 % to
achieve high charge air temperatures during part
load operation. lt contributes to improved com-
bustion and, consequently, reduced exhaust
gas discolouration. Unlike the charge air pre-
heating by means of the CHATCO control valve,
there is no time delay in this case. The charge air
is preheated immediately after the switching
process by HT cooling water, which is routed
through both stages of the two-stage charge air
cooler.
Charge air preheating by LT shut off (integrated
in CHATCOj
Charge air preheating by LT shut off (by means
of the CHATCO control valvej is as well used in
the load range from 0 % up to 20 % to reduce
exhaust gas discolouration. Higher charge air
temperatures are achieved by shut off the LT
stage of the two stage charge air cooler. De-
pending on engine type there is a delay in time
of about 15 to 25 minutes, till the positive effect
can be noticed, because previously remaining
LT water in the LT stage needs to be heated up
by the charge air.
Page 2 - 14 D-BB
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CHATCO (Charge Air Temperature Controlj
The charge air temperature control CHATCO
serves to prevent accumulation of condensed
water in the charge air pipe. ln this connection,
the charge air temperature is, depending on the
intake air temperature, controlled in such a way
that, assuming a constant relative air humidity of
80 %, the temperature in the charge air pipe
does not fall below the condensation tempera-
ture.
lntegrated in the functionality of CHATCO is
Charge air preheating by LT shut off.
Waste gate (blowing off the exhaust gasj
By blowing off the exhaust gas upstream of the
turbine and returning it to the exhaust pipe
downstream of the turbine, a charge air pressure
reduction and/or a drop in turbine speed at full
load is achieved. This measure is necessary if
the turbocharger has been designed for opti-
mised part load operation.
Jet Assist (acceleration of the turbochargerj
This equipment is used where special demands
exist regarding fast acceleration and/or load ap-
plication. ln such cases, compressed air from
the starting air vessels is reduced to a pressure
of approx. 4 bar before being passed into the
compressor casing of the turbocharger to be ad-
mitted to the compressor wheel via inclined
bored passages. ln this way, additional air is
supplied to the compressor which in turn is ac-
celerated, thereby increasing the charge air
pressure. Operation of the accelerating system
is initiated by a control, and limited to a fixed
load range.
vlT (variable lnjection Timingj
For some engine types with conventional injec-
tion a vlT is available allowing a shifting of injec-
tion start. A shifting in the direction of advanced
injection" is supposed to increase the ignition
pressure and thus reduces fuel consumption.
Shifting in the direction of retarded injection"
helps to reduce NO
x
emissions.
vvT (variable valve Timingj
variable valve Timing enables variations in the
opening and closing of the inlet valves. At low
load operation it is used to attain higher com-
bustion temperatures and thus lower soot emis-
sions. At higher loads it is used to attain low
combustion temperatures and thus lower NO
x
emissions (Miller valve timingj.
Slow turn
Engines, which are equipped with slow turn",
are automatically turned prior to engine start,
with the turning process being monitored by the
engine control. lf the engine does not reach the
expected number of crankshaft revolutions (2.5
revolutionsj within a specified period of time, or
in case the slow-turn time is shorter than the
programmed minimum slow-turn time, an error
message is issued. This error message serves
as an indication that there is liquid (oil, water, fu-
elj in the combustion chamber. lf the slow-turn
manoeuvre is completed successfully, the en-
gine is started automatically.
Oil mist detector
Bearing damage, piston seizure and blow-by in
combustion chamber leads to increased oil mist
formation. As a part of the safety system the oil
mist detector monitors the oil mist concentration
in crankcase to indicate these failures at an early
stage.
Splash oil monitoring system
The splash-oil monitoring system is a constitu-
ent part of the safety system. Sensors are used
to monitor the temperature of each individual
drive unit (or pair of drive at v enginesj indirectly
via splash oil.
Main bearing temperature monitoring
As an important part of the safety system the
temperatures of the crankshaft main bearings
are measured just underneath the bearing shells
in the bearing caps. This is carried out using oil-
tight resistance temperature sensors.
D-BB Page 2 - 15
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vTA (variable Turbine Areaj
vTA-turbochargers allow precise, stepless and
continuous control of charge air pressure and
air-flow according to the respective engine oper-
ating conditions.
Page 2 - 16 D-BB
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2.2.1 Standard engine ratings
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2.2 Ratings (outputj and speeds
Engine 48/60CR, GenSet and controllable-pitch propeller (CPPj
1200 kW/cyl., 500/514 rpm
Engine type
No. of cylinders
Engine rating P
lSO, Standard
1j2j
1j
P
lSO, Standard
as specified in DlN lSO 3046-1, see "Paragraph: Definition of engine rating, page 2-18".
2j
Engine fuel: Distillate according to lSO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fullfilling the stated quality
requirements.
500rpm Available turn-
ing direction
ing direction
kW CW
3j
CCW
4j
3j
CW clockwise.
4j
CCW counter clockwise.
kW CW
3j
CCW
4j
6L48/60CR 6 7,200 Yes/Yes 7,200 Yes/Yes
12v48/60CR 12 14,400 Yes/Yes 14,400 Yes/Yes
Table 2-5 Engine ratings 48/60CR ll, GenSet and CPP
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Engine 48/60CR, Suction dredger/pumps (mechanical drivej
1080 kW/cyl., 500/514 rpm
Definition of engine rating
General definition of diesel engine rating
(according to lSO 15550: 2002; lSO 3046-1:
2002j

Engine type
No. of cylinders
Engine rating P
lSO, Standard
1j2j
1j
P
lSO, Standard
as specified in DlN lSO 3046-1, see "Paragraph: Definition of engine rating, page 2-18".
2j
Engine fuel: Distillate according to lSO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fullfilling the stated quality
requirements.
ing direction
ing direction
kW CW
3j
CCW
4j
3j
CW clockwise.
4j
CCW counter clockwise.
kW CW
3j
CCW
4j
Table 2-6 Engine ratings 48/60CR ll, GenSet and CPP
Reference Conditions:
lSO 3046-1: 2002; lSO 15550: 2002
Air temperature T
r
K/C 298/25
Air pressure p
r
kPa 100
Relative humidity ur % 30
Cooling water temperature
upstream charge air cooler t
cr
K/C 298/25
Net calorific value LCv kj/kg 42,700
Table 2-7 Standard reference conditions
2.2.2 Engine ratings (outputj for different applications
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P
Application, lSO
: Available rating (outputj under lSO-conditions dependent on application
P

A
p
p
l
i
c
a
t
i
o
n
A
v
a
i
l
a
b
l
e

o
u
t
p
u
t

i
n

p
e
r
c
e
n
t
a
g
e
o
f

l
S
O
-
s
t
a
n
d
a
r
d
-
o
u
t
p
u
t
F
u
e
l

s
t
o
p

p
o
w
e
r

(
b
l
o
c
k
i
n
g
j
M
a
x
.

a
l
l
o
w
e
d

s
p
e
e
d

r
e
d
u
c
t
i
o
n
a
t

m
a
x
i
m
u
m

t
o
r
q
u
e
1
j
1j
Maximum torque given by available output and nominal speed.
T
r
o
p
i
c

c
o
n
d
i
t
i
o
n
s
(
t
r
/
t
c
r
/
p
r
=
1
0
0
k
P
a
j
2
j
2j
t
r
= Air temperature at compressor inlet of turbocharger.
t
cr
= Cooling water temperature before charge air cooler.
p
r
= Barometric pressure.
N
o
t
e
s
O
p
t
i
o
n
a
l

p
o
w
e
r

t
a
k
e
-
o
f
f

i
n

p
e
r
c
e
n
t
a
g
e
o
f

l
S
O
-
s
t
a
n
d
a
r
d
-
o
u
t
p
u
t
Kind of application % % % C - -
Marine main engines (with mechanical or diesel-electric drivej
Main drive alternator 100 110 - 45/38
3j
3j
According to DlN lSO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to provide
additional engine power for governing purpose only (e. g. transient load conditions and suddenly applied loadj.
This additional power shall not be used for the supply of electrical consumers.
Yes/up to 100 %
Main drive with controllable pitch propeller 100 100 - 45/38 - Yes/up to 100 %
Suction dredger/pumps (mechanical drivej
Main drive with speed reduction at maxi-
mum torque
90 90 20 45/38
4j
5j
4j
According to DlN lSO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
listed in the column P
Application
.
5j
Special turbocharger matching required.
Yes/up to 100 %
Table 2-8 Available outputs/related reference conditions 48/60CR
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P
Operating
: Available rating (outputj under local conditions and dependent on application
Dependent on local conditions or special application demands a further load reduction of
P
Application, lSO
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"j are met:
2. De-rating due to ambient conditions and negative intake pressure before compressor or exhaust
gas back pressure after turbocharger.
No de-rating up to
stated reference
conditions (Tropicj,
see 1.
De-rating needed according to formula,
see 2.
De-rating
needed
accord. to spe-
cial calculation,
see 3.
Air temperature before
turbocharger T
x
s 318 K (45 Cj 318 K (45 Cj < T
x
s 333 K (60 Cj > 333 K (60 Cj
Ambient pressure > 100 kPa (1 barj 100 kPa (1 barj > p
ambient
> 90 kPa < 90 kPa
Cooling water temper-
ature inlet charge air
cooler (LT stagej
s 311 K (38 Cj 311 K (38 Cj < T
cx
s 316 K (43 Cj > 316 K (43 Cj
lntake pressure before
compressor
> -20 mbar
1j
1j
Below/above atmospheric pressure.
-20 mbar > p
air before compressor
> -40 mbar
1j
< -40 mbar
1j
Exhaust gas back
pressure after turbo-
charger
s 30 mbar
1j
30 mbar < p
exhaust after turbine
s 60 mbar
1j
> 60 mbar
1j
Table 2-9 De-rating - Limits of ambient conditions
a
318
T
x
U O + +
----------------------------
\ .
| |
=
311
T
cx
----------
\ .
| |
1 2 ,
1 09 0 09 , , with a 1 s
P
Operati ng
P
Application, lSO
a =
a Correction factor for ambient conditions
T
x
Air temperature before turbocharger [K| being considered (T
x
= 273 + t
x
j
U lncreased negative intake pressure before compressor leads to an de-rating, calculated as increased air tempera-
ture before turbocharger
U 20mbar p
Air before compressor
[mbar] ( ) 0 25K/mbar , =
O lncreased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temper-
ature before turbocharger:
Page 2 - 22 D-BB
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3. De-rating due to special conditions or demands.
Please contact MAN Diesel & Turbo, if:
limits of ambient conditions mentioned in
"Table 2-9: De-rating - Limits of ambient
conditions" are exceeded. A special calcula-
tion is necessary.
higher requirements for the emission level ex-
ist. For the allowed requirements see "Sec-
tion: Exhaust gas emission."
special requirements of the plant for heat re-
covery exist
special requirements on media temperatures
of the engine exist
any requirements of MAN Diesel & Turbo
mentioned in the Project Guide can not be
kept.
Note!
Operating pressure data without further specifi-
cation are given below/above atmospheric pres-
sure.
T
cx
Cooling water temperature inlet charge air cooler (LT stagej [K| being considered
(T
cx
= 273 + t
cx
j
T Temperature in Kelvin [K|
t Temperature in degree Celsius [C|
O p
Exhaust after turbi ne
[mbar] 30mbar ( ) 0 25 , K/mbar = with 0 0 >
2.2.3 Engine speeds and related main data
D-BB 48/60CR Page 2 - 23
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Unit 50 Hz 60 Hz
Cylinder rating kW/cyl. 1200 1200
Rated speed rpm 500 514
Mean piston speed m/s 10.0 10.3
Mean effective pressure bar 26.5 25.8
Number of pole pairs - 6 7
Lowest engine operating speed:
in case of rigid foundation
in case of resilient foundation speed
depends on layout of mounting
rpm
approx. 130
-
approx. 130
-
Highest engine operating speed rpm 525
1j
1j
This concession may possibly be restricted, see "Figure 2-18: Permissible frequency deviations and corresponding
max. output.
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 2-10 Engine speeds and related main data
Page 2 - 24 48/60CR D-BB
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2.2.4 Speed adjusting range
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The following specification represents the
standard settings. For special applications, de-
viating settings may be necessary.
Drive Speed droop
Maximum
speed at full
load
Maximum
speed at idle
running
Minimum
speed
E
l
e
c
t
r
o
n
i
c

g
o
v
e
r
n
o
r
s
1 main engine with control-
lable-pitch propeller and with-
out PTO
0 % 100 % (+0,5%j 100 % (+0,5%j 60 %
1 main engine with control-
lable-pitch propeller and with
PTO
0 % 100 % (+0,5%j 100 % (+0,5%j 60 %
Parallel operation of 2 engines
driving 1 shaft with/without
PTO:
Load sharing via speed droop
or
5 % 100 % (+0,5%j 105 % (+0,5%j 60 %
Master/Slave operation 0 % 100 % (+0,5%j 100 % (+0,5%j 60 %
GenSets/Diesel-electric
plants:
with load sharing via speed
droop
or
5 % 100 % (+0,5%j 105 % (+0,5%j 60 %
lsochronous operation 0 % 100 % (+0,5%j 100 % (+0,5%j 60 %
Table 2-11 Electronic governors
Page 2 - 26 48/60CR L-BA
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2.3 Engine operation under arctic conditions
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Arctic condition is defined as:
Air intake temperatures of the engine below
+5 C
lf engines operate under arctic conditions (inter-
mittently or permanentlyj, the engine equipment
and plant installation have to meet special de-
sign features and requirements. They depend on
the possible minimum air intake temperature of
the engine and the specification of the fuel used.
Minimum air intake temperature of the engine,
t
x
:
Category A
+5 C > t
x
> 15 C
Category B
-15 C > t
x
> 35 C
Category C
t
x
< 35 C
Special engine design requirements
Charge air blow-off according to categories
A, B or C
lf arctic fuel (with very low lubricating proper-
tiesj is used, the following actions are re-
quired:
- The maximum allowable fuel temperatures
have to be kept.
- Fuel injection pump
Only in case of conventional fuel injection
system, dependent on engine type instal-
lation and activation of sealing oil system
may be necessary, because low viscosity
of the fuel can cause an increased leakage
and the lube oil will possibly being con-
taminated.
- Fuel injection valve
Nozzle cooling has to be switched off to
avoid corrosion caused by temperatures
below the dew point.
- lnlet valve lubrication
Has to be activated to avoid an increased
wear of the inlet valves.
Engine equipment
SaCoS/SaCoS
one
SaCoS/SaCoS
one
equipment is suitable to be
stored at minimum temperatures of -15 C.
ln case these conditions cannot be met, pro-
tective measures against climatic influences
have to be taken for the following electronic
components:
- EDS Databox APC620
- TFT-touchscreen display
- Emergency switch module BD5937
These components have to be stored at plac-
es, where the temperature is above -15 C.
A minimum operating temperature of > 0 C
has to be ensured. The use of an optional
electric heating is recommended.
Alternators
Alternator operation is possible according to
suppliers specification.
Plant installation
lntake air conditioning
Air intake of the engine and power house/en-
gine room ventilation have to be two different
systems to ensure that the power house/en-
gine room temperature is not too low caused
by the ambient air temperature.
Page 2 - 28 D-BB
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lt is necessary to ensure that the charge air
cooler cannot freeze when the engine is out
of operation (and the cold air is at the air inlet
sidej.
Gas engines
- An air intake temperature > +5 C has to
be ensured by preheating.
- ln addition, the maximum ambient tem-
perature has to be considered since the
engine control can only compensate a lim-
ited temperature range (approx. 20 Kj.
Example:
Maximum ambient temperature .. +35 C
Temperature compensation
by engine......................................... 20 K
> An air intake temperature of > +15 C
(35 C - 20 K = 15 Cj has to be en-
sured by preheating.
Dual fuel engines
- Category A, B
No additional actions are necessary. The
charge air before the cylinder is preheated
by the HT circuit of the charge air cooler
(LT circuit closedj.
- Category C
> An air intake temperature > -35 C has
to be ensured by preheating.
> Additionally the charge air before the
cylinder is preheated by the HT circuit
of the charge air cooler (LT circuit
closedj.
> ln special cases the change-over point
for the change from diesel operation to
DF-Mode (gas modej has to be shifted
to a higher load.
Diesel engines
- Category A, B
No additional actions are necessary. The
charge air before the cylinder is preheated
by the HT circuit of the charge air cooler
(LT circuit closedj.
- Category C
> An air intake temperature > -35 C has
to be ensured by preheating.
> Additionally the charge air before the
cylinder is preheated by the HT circuit
of the charge air cooler (LT circuit
closedj.
Minimum power house/engine room tempera-
ture
ventilation of power house/engine room
The air of the power house/engine room ven-
tilation must not be too cold (preheating is
necessaryj to avoid the freezing of the liquids
in the power house/engine room systems.
Minimum powerhouse/engine room temper-
ature for design > +5 C
Coolant and lube oil systems
- HT and lube oil system has to be preheat-
ed for each individual engine, see "Section
2.6.2: Starting conditions and load appli-
cation for diesel-electric plants, page
2-47".
- Design requirements for the preheater of
HT systems:
> Category A
Standard preheater
> Category B
50 % increased capacity of the pre-
heater
> Category C
100 % increased capacity of the pre-
heater
- lf a concentration of anti-freezing agents
of > 50 % in the cooling water systems is
needed, please contact MAN Diesel &
Turbo for approval.
- For information regarding engine cooling
water see "Section 4: Specification for en-
gine supplies, page 4-1".
D-BB Page 2 - 29
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lnsulation
The design of the insulation of the piping sys-
tems and other plant parts (tanks, heat ex-
changer etc.j has to be modified and
designed for the special requirements of arc-
tic conditions.
Heat tracing
To support the restart procedures in cold
condition (e. g. after unmanned survival
mode during winterj, it is recommended to in-
stall a heat tracing system in the piping to the
engine.
Note!
A preheating of the lube oil has to be ensured. lf
the plant is not equipped with a lube oil separa-
tor (e. g. plants only operating on MGOj alterna-
tive 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.
Page 2 - 30 D-BB
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2.4 Low load operation
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Definition
Generally the following load conditions are dif-
ferentiated:
Overload (for regulationj:
> 100 % of full load output
Full load: 100 % of full load output
Part load: < 100 % of full load output
Low load: < 25 % of full load output
Correlations
The ideal operating conditions for the engine
prevail under even loading at 60 % to 90 % of
the full load output. Engine control and rating of
all systems are based on the full load output.
ln the idling mode or during low load engine op-
eration, combustion in the cylinders is not ideal.
Deposits may form in the combustion chamber,
which result in a higher soot emission and an in-
crease of cylinder contamination.
Moreover, in low load operation and during ma-
noeuvring of ships, the cooling water tempera-
tures cannot be regulated optimally high for all
load conditions which, however, is of particular
importance during operation on heavy fuel oil.
Better conditions
Optimization of low load operation is obtained
by cutoff of the LT stage of the charge air cooler
or perfusion of the LT stage with HT water if HT
or LT switching is available to that engine type.
For common rail engines mostly this is not nec-
essary because optimized combustion is real-
ized by an electronically controlled fuel injection
system.
HT: High temperature
LT: Low temperature
Operation on heavy fuel oil
Because of the afore mentioned reasons, low
load operation < 25 % of full load output on
heavy fuel oil is subjected to certain limitations.
For further information see "Figure 2-6: Time
limits for low load operation (on the leftj, dura-
tion of relieving operation (on the rightj", the
engine must, after a phase of part load opera-
tion, either be switched over to diesel operation
or be operated at high load (> 70 % of full load
outputj for a certain period of time in order to re-
duce the deposits in the cylinder and exhaust
gas turbocharger again.
ln case the engine is to be operated at low load
for a period exceeding (see "Figure 2-6: Time
limits for low load operation (on the leftj, dura-
tion of relieving operation (on the rightj"j, the
engine is to be switched over to diesel oil oper-
ation beforehand.
Be aware, that after 500 h hours continuous
heavy fuel oil operation at low load in the range
20 % to 25 % of the full engine output a new
running in of the engine is needed (see "Section
9.3: Engine running-in, page 9-9"j. For continu-
ous heavy fuel oil operation at low load in the
range < 25 % of the full engine output, coordi-
nation with MAN Diesel & Turbo is absolutely
necessary.
Operation on diesel fuel
For low load operation on diesel fuel oil, the fol-
lowing rules apply:
A continuous operation below 20 % of full
load has to be avoided, if possible.
Note!
Should this be absolutely necessary, MAN
Diesel & Turbo has to be consulted for spe-
cial arrangements (e. g. the use of part load
injection nozzlesj.
A no-load operation, especially at nominal
speed (alternator operationj is only permitted
for a maximum period of one hour.
No limitations are required for loads above 20 %
of full load, as long as the specified operating
data of the engine will not be exceeded.
Page 2 - 32 F-BA
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Figure 2-6 Time limits for low load operation (on the leftj, duration of relieving operation (on the rightj
Explanations
New running in needed after > 500 hours low
load operation (see "Section 9.3: Engine run-
ning-in, page 9-9"j.
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 operationj:
At 10 % of full load output, HFO operation is
permissible for maximum 19 hours, MGO/MDO
operation for maximum 40 hours, than output
has to be increased.
Line b (duration of relieving operationj:
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.
Time limits for low-load operation Duration of "relieving operation"
MGO.MDO,HFO-operation
> 70% of full-load output
P [%]
t [h]
Legend
P Full load output [%|
t Operating period [h|
2.5.1 Operating range for controllable-pitch propeller
D-BB Page 2 - 33
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Figure 2-7 Operating range for controllable-pitch propeller
Note!
In rare occasions it might be necessary that
certain engine speed intervals have to be
barred for continuous operation.
For FPP applications as well as for applica-
tions using resilient mounted engines, the ad-
missible engine speed range has to be
conrmed (preferably at an early project
phase) by a torsional vibration calculation, by
a dimensioning of the resilient mounting, and,
if necessary, by an engine operational vibration
calculation.
0
10
20
30
40
50
60
70
80
90
100
110
40 50 60 70 80 90 100 110
Engine output [%] Torque, BMEP [%]
Engine speed [%]
Range II
1 Load limit
2 Recommended combinator curve
3 Zero thrust
100
90
80
70
60
50
40
30
20
10
MCR
Range I
1
2
3
Max. permitted engine output
after load reduction demand of
engine control
2.5 Propeller operation, suction dredge (pump drive)
Page 2 - 34 D-BB
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Rated output/operating range
Maximum continuous rating (MCRj
Range l: Operating range for continuous opera-
tion.
Range ll: Operating range which is temporarily
admissible e. g. during acceleration and ma-
noeuvring.
The combinator curve must keep a sufficient
distance to the load limit curve. For overload
protection, a load control has to be provided.
Transmission losses (e. g. by gearboxes and
shaft powerj and additional power requirements
(e. g. by PTOj must be taken into account.
IMO certication for engines with operating range for
controllable-pitch propeller (CPP)
Test cycle type E2 will be applied for the engines
certication for compliance with the NO
x
limits ac-
cording to NO
x
technical code.
2.5.2 General requirements for propeller pitch control
A-BB Page 2 - 35
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Pitch control of the propeller plant
For mechanical speed governors
As a load indication a 4 - 20 mA signal from the
engines admission teletransmitter is supplied to
the propeller control system.
For electronic speed governors
As a load indication a 4 - 20 mA signal from the
engines electronic governor is supplied to the
propeller control system.
General
A distinction between constant-speed operation
and combinator-curve operation has to be en-
sured.
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 propeller, page 2-33"j has to be observed
also during acceleration/load increase and un-
loading.
Acceleration/load increase
The engine speed has to be increased before in-
creasing the propeller pitch (see "Figure 2-8: Ex-
ample to illustrate the change from one load
step to another"j.
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.
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 an-
other"j.
Or if decreasing both synchronic the propeller
pitch has to be decreased faster than the speed.
The area above the combinator curve should not
be reached.
Page 2 - 36 A-BB
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Figure 2-8 Example to illustrate the change from one load step to another
Engine output [%]
Engine speed [%]
1 Load limit
2 Recommended combinator curve
3 Zero thrust
MCR
1
3
2
Load steps
1st Pitch
(load)
2nd Speed
Detail:
decreasing load
2nd Pitch
(load)
1st Speed
Detail:
increasing load
A-BB Page 2 - 37
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Windmilling protection
lf a stopped engine (fuel admission at zeroj is
being turned by the propeller, this is called
windmilling". The permissible period for wind-
milling is short, because windmilling can cause,
due to poor lubrication at low propeller speed,
excessive wear of the engines bearings.
Single-screw ship
The propeller control has to ensure that the
windmilling time is less than 40 sec.
Multiple-screw ship
The propeller control has to ensure that the
windmilling time is less than 40 sec. ln case of
plants without shifting clutch, it has to be en-
sured that a stopped engine won't be turned by
the propeller.
(Regarding maintenance work a shaft interlock
has to be provided for each propeller shaft.j
Binary signals from engine control
Overload contact
The overload contact will be activated when the
engines fuel admission reaches the maximum
position. At this position, the control system has
to stop the increase of the propeller pitch. lf this
signal remains longer than the predetermined
time limit, the propeller pitch has to be de-
creased.
Operation close to the limit curves (only for elec-
tronic speed governorsj
This contact is activated when the engine is op-
erated close to a limit curve (torque limiter,
charge air pressure limiter...j. When the contact
is activated, the propeller control system has to
keep from increasing the propeller pitch. ln case
the signal remains longer than the predeter-
mined time limit, the propeller pitch has to be
decreased.
Propeller pitch reduction contact
This contact is activated when disturbances in
engine operation occur, for example too high ex-
haust-gas mean-value deviation. When the con-
tact is activated, the propeller control system
has to reduce the propeller pitch to 60 % of the
rated engine output, without change in engine
speed.
Distinction between normal manoeuvre and
emergency manoeuvre
The propeller control system has to be able to
distinguish between normal manoeuvre and
emergency manoeuvre (i.e., two different accel-
eration curves are necessaryj.
MAN Diesel & Turbo's guidelines concerning ac-
celeration times and power range have to be ob-
served.
The power range (see"Section 2.5.1: Operating
range for controllable-pitch propeller, page
2-33"j and the acceleration times (see "Section
2.5.4: Acceleration times, page 2-41"j are to be
observed.
Page 2 - 38 A-BB
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2.5.3 Operating range for dredge pumps
K-BA Page 2 - 39
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2.5.3 Operating range for mechanical pump drive
Figure 2-9 Operating range for mechanical pump drive
0
10
20
30
40
50
60
70
80
90
100
110
30 40 50 60 70 80 90 100 110
Engine output [%]
Torque, BMEP [%]
Engine speed [%]
MCR
(reduced output according to
chapter available outputs)
3
100
90
80
70
60
50
40
30
20
10
Range I operating range for
continuous operation
3 Theoretical propeller curve
Range I
Max. permitted engine
output after load
reduction demand of
engine control
2.5.3 Operating range for dredge pumps
Page 2 - 40 K-BA
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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".
IMO certification for engines with operating range for
mechanical pump drive
Test cycle type C1 for auxiliary engine application
will be applied for the engines certification for
compliance with the NO
x
limits according to NO
x
technical code.
2.5.4 Acceleration times
E-BB 48/60B, 48/60CR Page 2 - 41
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Acceleration times for controllable pitch-propeller plants
General remark
Stated acceleration times in "Figure 2-10: Control le-
ver setting and corresponding engine specic acceleration
times (for guidance)" are valid for the engine itself.
Dependend on the propulsion train (moments of
inertia, vibration calculation etc.) project specic
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 specic 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 nal design of the programme should be
jointly determined by all the parties involved, con-
sidering the demands for manoeuvring and the ac-
tual service capacity.
Page 2 - 42 48/60B, 48/60CR E-BB
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Engines 48/60B, 48/60CR
Figure 2-10 Control lever setting and corresponding engine specific acceleration times (for guidance)
2
1
0
0
1
0
2
0
3
0
4
0
5
0
6
0
7
0
8
0
9
0
1
0
0
1
0
0
1
2
3
4
5
6
7
8
9
1
0
0
1
2
3
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.
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2.6.1 Operating range for diesel-electric operation
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2.6 Diesel-electric operation
Figure 2-11 Operating range for diesel-electric operation
0
10
20
30
40
50
60
70
80
90
100
110
40 50 60 70 80 90 100 110
Engine output [%] Torque, BMEP [%]
Engine speed [%]
Range II
100
90
80
70
60
50
40
30
20
10
MCR
Range I
103
105
Range III
Overload
Max. permitted engine output after load
reduction demand of engine control
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Maximum continuous rating (MCRj
Range l
Operating range for continuous service
Range ll
No continuous operation allowed in this area
Range lll
According to DlN lSO 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 loadj.
This additional power shall not be used for
the supply of electrical consumers.
IMO certication for engines with operating range for
electric propulsion
Test cycle type E2 will be applied for the engines
certication for compliance with the NO
x
limits ac-
cording to NO
x
technical code.
2.6.2 Starting conditions and load application for diesel-electric plants
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ln multiple-engine plants with GenSet operation
and load regulation by a power management
system, the availability of engines not in opera-
tion is an important aspect.
The following data and conditions are of rele-
vance:
Engine start-up time until synchronization
Black start capability (with restriction of the
plantj
Load application times
Requirements on engine and plant installation
for "Stand-by Operation" capability
Engine
Attached lube oil pump
Plant
Prelubrication pump with low pressure before
engine
(0.3 bar < p
Oil before engine
< 0.6 barj
Note!
Oil pressure > 0.3 bar to be ensured also for
lube oil temperature up to 80 C.
Preheating HT cooling water system
(60 - 90 Cj
Preheating lube oil system (> 40 Cj
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 recom-
mended
Attached LT cooling water pump recom-
mended
Attached fuel oil supply pump recommended
(if applicablej
Plant
Prelubrication pump with low pressure before
engine (0.3 bar < p
Oil before engine
< 0.6 barj
Note!
Oil pressure > 0.3 bar to be ensured also for
lube oil temperature up to 80 C.
Equipment to ensure fuel oil pressure of
> 0.6 bar for engines with conventional injec-
tion system and > 3.0 bar for common rail
system
Note!
E. g. air driven fuel oil supply pump or fuel oil
service tank at sufficient height or pressu-
rized fuel oil tank, if no fuel oil supply pump is
attached at the engine.
Note!
Statements are relevant for non arctic condi-
tions.
For arctic conditions please consider relevant
sections and clarify undefined details with MAN
Diesel & Turbo.
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Engine starting
conditions
After blackout or "Dead Ship"
("Black-Start"j
From stand-by mode After stand-still
("Normal Start"j
Start up time until load
application
< 1 minute < 1 minute > 2 minutes
General notes
- Engine start-up only within
1 h after stop of engine that
has been in operation
1 h after end of stand-by
mode
Note!
ln case of "Dead Ship" condition
a main engine has to be put
back to service within max.
30 min. according to lACS UR
M61.
Maximum stand-by time
7 days
Supervised by power manage-
ment system plant.
(For longer stand-by periods in
special cases contact MAN
Diesel Turbo.j
Stand-by mode only possible
after engine has been started
with Normal Starting Procedure
and has been in operation.
-
Required engine conditions
Start-blocking active No No
Start-blocking of engine leads to
withdraw of "Stand-by Opera-
tion".
No
Slow turn No No Yes
1j
Preheated and primed No, if engine was previously in
operation or stand-by as per
general notes above.
For other engines see require-
ments in other columns.
Yes Yes
Required system conditions
Lube oil system
Prelubrication period No, if engine was previously in
operation or stand-by as per
general notes above.
For other engines see require-
ments in other columns.
Permanent Permanent
Prelubrication pres-
sure before engine
p
Oil before engine
< 0.3 bar
permissible
0.3 bar < p
Oil before engine
< 0.6 bar 0.3 bar < p
Oil before engine
<0.6 bar
Preheating tempera-
ture before engine
Less than 40 C permissible > 40 C > 40 C
Table 2-12 Required starting conditions for diesel-electric plants (1 of 2j
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HT cooling water
Preheating tempera-
ture before engine
Less than 60 C permissible 60 - 90 C 60 - 90 C
Fuel system
For MDO operation lf fuel oil supply pump is not
attached to the engine:
Air driven fuel oil supply pump
or fuel oils service tank at suffi-
cient height or pressurized fuel
oil tank required.
Supply pumps in operation or with starting command to
engine.
For HFO operation Supply and booster pumps in operation, fuel preheated to
operating viscosity.
(ln 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
circulating HFO into the day tank and substituting it with
"fresh" fuel from the tank.j
1j
lt is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.
Engine starting
conditions
After blackout or "Dead Ship"
("Black-Start"j
From stand-by mode After stand-still
("Normal Start"j
Table 2-12 Required starting conditions for diesel-electric plants (2 of 2j
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2.6.3 Load application - Preheated engine
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ln the case of highly supercharged engines, load
application is limited. This is due to the fact that
the charge-air pressure build-up is delayed by
the turbocharger run-up. Besides, a slow load
application promotes uniform heating of the en-
gine.
Figure 2-12 shows the shortest time to run up
the engines from stand-by mode (preheated and
prelubricatedj.
Figure 2-13 shows the shortest time to run up
the engines in normal starting mode, with the
needed time for start up lube oil system + prelu-
brication of the engines.
Figure 2-14 shows the maximum allowable load
application times for continuously loading the
engine and load application within three load
steps.
Figure 2-15 shows the shortest possible load
application time for continuously loading in case
of emergency. MAN Diesel & Turbo can not
guarantee the invisibility of the exhaust gas un-
der this circumstances.
To limit the effort regarding regulating the media
circuits, also to ensure an uniform heat input it
always should be aimed for longer load applica-
tion times by taking into account the realistic re-
quirements of the specific plant.
All questions regarding the dynamic behaviour
should be clarified in close cooperation between
the customer and MAN Diesel & Turbo at an ear-
ly project stage.
Figure 2-12 Start up times until load application for diesel-electric marine plants from stand-by mode; engines preheat-
ed and prelubricated
Engines in stand-by mode can be started with Normal Starting Procedure at any time.
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Figure 2-13 Start up times until load application for diesel-electric marine plants in Normal Starting Mode (not in stand-by modej;
engines preheated

Figure 2-14 Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization
speed reached
0
10
20
30
40
50
60
70
80
90
100
0 20 40 60 80 100
Maximum allowable
load application within
three load steps
Shortest possible
continuous loading
(without Jet-assist)
Shortest possible
continuous loading
(with Jet-assist)
Engine
load [%]
Time [sec]
Valid only for preheated engines:
Lube oil temperature > 40&
Cooling water temperature > 60&
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Figure 2-15 Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization
speed reached - Only emergency case
0
10
20
30
40
50
60
70
80
90
100
0 20 40 60 80 100
Emergency loading
(with / without Jet-assist)
Engine
load [%]
Time [sec]
Valid only for preheated engines:
Lube oil temperature > 40 C
Cooling water temperature > 60 C
only emergency case (visible exhaust gas likely)
2.6.4 Load application - Cold engine (only emergency casej
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2.6.4 Load application Cold engine (only emergency case)
In case of emergency, it is possible to start the
cold engine provided the required media tempera-
tures are present: lube oil > 20 C, cooling water
> 20 C
Distillate fuel must be used for starting and till
warm-up phase is completed.
The engine is prelubricated.
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 5 minutes.
Warming up the engine: lube oil temperature
> 40 C, cooling water temperature > 60 C.
The necessary time span for this process depends
on the actual media temperatures and the specic
design of the plant. After these prescribed media
temperatures are reached the engine can be load-
ed regularly up to 100 % engine load according to
"Figure 2-15: Load application for diesel-electric marine
plants; engines preheated and prelubricated, synchroniza-
tion speed reached with Common Rail injection".
Figure 2-17 Load application for diesel-electric marine plants, emergency case; cold engines
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2.6.4.1 Load application for ship electrical systems
ln the age of highly turbocharged diesel engines,
building rules of classification societies regard-
ing load application (e .g. 0 % => 50 % =>
100 %j cannot be complied with, neither by
special measures. However the requirements of
the lnternational Association of Classification
Societies (lACSj and lSO 8528-5 are realistic. ln
the case of ship's engines the application of
lACS requirements has to be clarified with the
respective classification society as well as with
the shipyard and the owner. Therefore the lACS
requirements has been established as "MAN
Diesel & Turbo standard"
For applications from 0 % to 100 % continuous
rating, according to lACS and lSO 8528-5, the
following diagram is applied:
Figure 2-17 Load application in steps as per lACS and lSO 8528-5
60
70
80
90
100
P
e
[%]
4
3
0
10
20
30
40
50
60
5 10 15 20 25 30
p
e
[bar]
1
3
2
1 1st Step
2 2nd Step
3 3rd Step
4 4th Step
P
e
[%| Load application
of continuous rating
p
e
[bar| Mean effective
pressure (mepj of the
continuous rating
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According to the previous diagram the maxi-
mum allowable load application steps are de-
fined in the table below. (24.8 bar mean effective
pressure has been determined as a mean value
for the listed engine typesj
Note!
Higher load steps than listed in general are not
allowed.
Requirements of the classification societies:
Minimum requirements concerning dynamic
speed drop, remaining speed variation and re-
covery time during load application are listed
below.
ln case of a load drop of 100 % nominal engine
power, the dynamic speed variation must not
exceed 10 % of the nominal speed and the re-
maining speed variation must not surpass 5 %
of the nominal speed.
Engine b
mep
[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 25.8...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 standardj.
Classification Society Dynamic speed drop
in% of the nominal
speed
Remaining speed
variation in% of the
nominal speed
Recovery time until reach-
ing the tolerance band
1 % of nominal speed
Germanischer Lloyd
s 10 % s 5 %
s 5 sec.
RlNA
Lloyds Register s 5 sec., max 8 sec.
American Bureau of Shipping
s 5 sec.
Bureau veritas
Det Norske veritas
lSO 8528-5
Table 2-14 Minimum requirements of the classification societies plus lSO rule
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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-balancej
must be approved during the planning and
examination phase.
The possible failure of one engine must be
considered - please see "Section 2.6.7: Die-
sel-electric operation of vessels - Failure of
one engine, page 2-63".
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.
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2.6.5 Available outputs and permissible frequency deviations
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General
Generating sets, which are integrated in an elec-
tricity supply system, are subjected to the fre-
quency fluctuations of the mains. Depending on
the severity of the frequency fluctuations, output
and operation respectively have to be restricted.
Frequency adjustment range
According to DlN lSO 8528-5: 1997-11, operat-
ing limits of > 2.5 % are specified for the lower
and upper frequency adjustment range.
Operating range
Depending on the prevailing local ambient con-
ditions, a certain maximum continuous rating
will be available.
ln the output/speed and frequency diagrams, a
range has specifically been marked with No
continuous operation allowed in this area". Op-
eration in this range is only permissible for a
short period of time, i. e. for less than 2 minutes.
ln special cases, a continuous rating is permis-
sible if the standard frequency is exceeded by
more than 3 %.
Limiting parameters
Max. torque
ln case the frequency decreases, the available
output is limited by the maximum permissible
torque of the generating set.
Max. speed for continuous rating
An increase in frequency, resulting in a speed
that is higher than the maximum speed admissi-
ble for continuous operation, is only permissible
for a short period of time, i. e. for less than 2
minutes.
For engine-specific information see "Section:
Ratings (outputj and speeds" of the specific en-
gine.
Overload
According to DlN lSO 8528-1 load > 100 % of
the rated engine output is permissible only for a
short time to provide additional engine power for
governing purpose only (e. g. transient load
conditions and suddenly applied loadj. This ad-
ditional power shall not be used for the supply of
electrical consumers.
Figure 2-18 Permissible frequency deviations and corresponding max. output
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2.6.6 Load reduction
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Sudden load shedding
For the sudden load shedding from 100 % to 0 %
P
Nominal
several requirements from the classifica-
tion societies regarding the dynamic and perma-
nent change of engine speed have to be fulfilled.
A sudden load shedding represents a rather ex-
ceptional situation e. g. opening of the diesel-
electric plants alternator switch during high
load.
After a sudden load shedding it has to be en-
sured that system circuits remain in operation
for a minimum of 15 min. to dissipate the resid-
ual engine heat.
ln case of a sudden load shedding and related
compressor surging, please check the proper
function of the turbo charger silencer filter mat.
Recommended load reduction/stopping the en-
gine
Run-down cooling
ln order to dissipate the residual engine heat,
the system circuits should be kept in opera-
tion for a minimum of 15 min.
Figure 2-18 shows the shortest possible times
for continuously ramping down the engine and a
sudden load shedding.
To limit the effort regarding regulating the media
circuits, also to ensure an uniform heat dissipa-
tion it always should be aimed for longer ramp-
ing down times by taking into account the
realistic requirements of the specific plant.
Figure 2-19 Engine ramping down, generally
0
10
20
30
40
50
60
70
80
90
100
0 5 10
Sudden load shedding
In case of related compressor
surging please check the
proper function of the turbo
charger silencer filter mat
Shortest possible continuous load reduction
Engine
load [%]
Time [sec]
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2.6.7 Diesel-electric operation of vessels - Failure of one engine
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Diesel-electric operation of vessels is defined as
parallel operation of GenSets forming a closed
system.
ln the electrical system design of the plant the
possible failure of one engine has to be consid-
ered in order to avoid overloading and under fre-
quency of the remaining engines with the risk of
an electrical blackout.
Therefore we recommend to install a power
management system. This ensures uninterrupt-
ed operation in the maximum output range and
in case one unit fails the power management
system reduces the propulsive output or switch-
es off less important energy consumers in order
to avoid under frequency.
According to the operating conditions it's the re-
sponsibility of the ship's operator to set priori-
ties and to decide which energy consumer has
to be switched off.
The base load should be chosen as high as pos-
sible to achieve an optimum engine operation
and lowest soot emissions.
The optimum operating range and the permissi-
ble part loads are to be observed (see "Section
2.4: Low load operation, page 2-31"j.
Load application in case one engine fails
ln case one engine fails, its output has to be
made up for by the remaining engines in the sys-
tem and/or the load has to be decreased by re-
ducing the propulsive output and/or by
switching off electrical consumers.
The immediate load transfer to one engine does
not always correspond with the load reserves
that the particular engine still has available in the
respective moment. That depends on its base
load.
The permissible load applications for such a
case can be derived from "Figure 2-20: Load ap-
plication depending on base load".
Figure 2-20 Load application depending on base load
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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"j.
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
operating at 100 % load is:
P
max
= 4 * 12,170 kW= 48,680 kW = 100 %
lf the present system load is P
0
= 39,000, each
engine runs with:
100 % * P
0
/ P
max
= 100 * 39,000 / 48,680 = 80 % Load
ln case one unit suddenly fails, an immediate
transfer of 20 % engine output is possible ac-
cording to the diagram, i. e. from 80 % to 100 %
engine output.
100 % engine output of the remaining
3 engines is calculated as follows:
P
1
= 3 * 12,170 kW ~ 36,500 kW
Consequently, an immediate load decrease from
39,000 kW to 36,500 kW is necessary, e. g.
electrical consumers of a total amount of
2,500 kW have to be switched off.
No. of engines running-in the system 3 4 5 6 7 8 9 10
Utilisation of engines' capacity during sys-
tem operation in (%j of P
max

50 75 80 83 86 87.5 89 90
Table 2-15 Load application in case one engine fails
2.6.8 Alternator - Reverse power protection
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Demand for reverse power protection
For each alternator (arranged for parallel opera-
tionj a reverse power protection device has to be
provided because if a stopped combustion en-
gine (fuel admission at zeroj is being turned it
can cause, due to poor lubrication, excessive
wear on the engines bearings. This is also a
classifications' requirement.
Definition of reverse power
lf an alternator, coupled to a combustion engine,
is no longer driven by this engine, but is supplied
with propulsive power by the connected electric
grid and operates as an electric motor instead of
working as an alternator, this is called reverse
power.
Examples for possible reverse power
Due to lack of fuel the combustion engine no
longer drives the alternator, which is still con-
nected to the mains.
Stopping of the combustion engine while the
driven alternator is still connected to the elec-
tric grid.
On ships with diesel-electric drive the propel-
ler can also drive the electric traction motor
and this in turn drives the alternator and the
alternator 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 synchronisingj.
Adjusting the reverse power protection relay
Adjusting value for reverse power protection re-
lay: Maximum 3 % of the rated alternator power.
On vessels with electric traction motor and
crash stop requirements (shifting the manoeu-
vring lever from forward to full reversej, special-
arrangements for the adjustment value of the
reverse power relay have to be made, which are
only valid in the event of a crash stop manoeu-
vre.
Time delay
For activation of the reverse power protection
relay a time delay between 3 s and 10 s has to
be fixed.
Maximum permissible time period for reverse
power
lf a reverse power higher than the adjusted
value for the reverse power protection relay
occurs, the alternator switch has to open im-
mediately after the time delay elapsed.
Reverse power below the adjusted value for
the reverse power protection relay for periods
exceeding 30 seconds is not permitted.
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2.6.9 Earthing of diesel engines and bearing insulation on alternators
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General
The use of electrical equipment on diesel en-
gines requires precautions to be taken for pro-
tection against shock current and for
equipotential bonding. These not only serve as
shock protection but also for functional protec-
tion of electric and electronic devices (EMC pro-
tection, device protection in case of welding,
etc.j.
Figure 2-21 Earthing connection on engine (are arranged diagonally opposite each otherj
Earthing connections on the engine
Threaded bores M12, 20 mm deep, marked with
the earthing symbol have been provided in the
engine foot on both ends of the engines.
lt has to be ensured that earthing is carried out
immediately after engine set-up! (lf this cannot
be accomplished any other way, at least provi-
sional earthing is to be effected right at the be-
ginning.j
Measures to be taken on the alternator
Because of slight magnetic unbalances and ring
excitations, shaft voltages, i. e. voltages be-
tween the two shaft ends, are generated in elec-
trical machines. ln the case of considerable
values (e. g. > 0.3 vj, there is the risk that bear-
ing damage occurs due to current transfers. For
this reason, at least the bearing that is not locat-
ed on the drive end is insulated on alternators
approx. > 1 MW. For verification, the voltage
available at the shaft voltagej is measured while
the alternator is running and excited. With prop-
er insulation, a voltage can be measured. ln or-
der to protect the prime mover and to divert
electrostatic charging, an earthing brush is often
fitted on the coupling side.
Observation of the required measures is the al-
ternator manufacturer's responsibility.
View of control side
M12x20
View of coupling side
Exhaust side
Control side
Coupling
side
Free end
V-engine L-engine
M12x20
V-engine L-engine
Page 2 - 68 A-BB
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Consequences of inadequate bearing
insulation on the alternator, and insulation check
ln case the bearing insulation is inadequate,
e. g., if the bearing insulation was short-circuit
by a measuring lead (PT100, vibration sensorj,
leakage currents may occur, which result in the
destruction of the bearings. One possibility to
check the insulation with the machine at stand-
still (prior to coupling the alternator to the en-
gine; this, however, is only possible in the case
of single-bearing alternatorsj would be to raise
the alternator rotor (insulated, in the cranej on
the coupling side, and to measure the insulation
by means of the Megger test against earth (in
this connection, the max. voltage permitted by
the alternator manufacturer is to be observed!j.
lf the shaft voltage of the alternator at rated
speed and rated voltage is known (e. g. from the
test record of the alternator acceptance testj, it
is also possible to carry out a comparative
measurement.
lf the measured shaft voltage is lower than the
result of the earlier measurement" (test recordj,
the alternator manufacturer should be consult-
ed.
Earthing conductor
The nominal cross section of the earthing con-
ductor (equipotential bonding conductorj has to
be selected in accordance with DlN vDE 0100,
part 540 (up to 1000 vj or DlN vDE 0141 (in ex-
cess of 1 Kvj.
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.
Execution of earthing
On vessels, earthing must be done by the ship-
yard during assembly on board.
Earthing strips are not included in the MAN
Diesel & Turbo scope of supply.
Additional information regarding the use of
welding equipment
ln order to prevent damage on electrical compo-
nents, it is imperative to earth welding equip-
ment close to the welding area, i. e., the
distance between the welding electrode and the
earthing connection should not exceed 10 m.
2.7.1 Fuel oil consumption for emission standard IMO Tier II
D-BD 48/60CR Page 2 - 69
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2.7 Fuel oil; lube oil; starting air/control air consumption
Engine 48/60CR Generator operation and controllable-pitch propeller (CPP), constant speed
1,200 kW/cyl., 500/514 rpm
Engine 48/60CR Generator operation, enviro version, constant speed
1)
1,200 kW/cyl., 500/514 rpm
Engine 48/60CR Suction dredge/pumps (mechanical drive)
1,080 kW/cyl., 500/514 rpm
% Load L48/60CR V48/60CR
100 85
1)
1)
Warranted fuel consumption at 85 % MCR.
75 50 25 100 85
1)
75 50 25
Spec. fuel cons. (g/kWh)
without attached pumps
2)3)
2)
Tolerance for warranty +5 %.
Note! The additions to fuel gas consumption must be considered before the tolerance for warranty is taken into account.
3)
Based on reference conditions, see "Table 2-22: Reference conditions 48/60CR".
183 175 183 185 199.5 181 173 181 183 197.5
Table 2-16 Fuel oil consumption 48/60CR Generator operation and controllable-pitch propeller (CPP), constant speed
% Load L48/60CR
1)
CR map adapted for minimum smoke emission at low load.
V48/60CR
100 85
2)
2)
75 50 25 100 85
1)
75 50 25
Spec. fuel cons. (g/kWh) with-
out attached pumps
3)4)
3)
4)
183 175 183 189 201 181 173 181 187 199
Table 2-16/1 Fuel oil consumption 48/60CR Generator operation, enviro version, constant speed
% Load L48/60CR V48/60CR
100 85
1)
75 50 25 100 85
1)
75 50 25
Spec. fuel cons. (g/kWh)
without attached pumps
2)3)
185 177.5 185 187 201.5 183 175.5 183 185 199.5
Table 2-17 Fuel oil consumption 48/60CR Suction dredge/pumps (mechanical drive)
Page 2 - 70 48/60CR D-BD
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IMO Tier II Requirements:
For detailed information see "Section 5.3.1: Cooling
water system diagram, page 5-43".
IMO: International Maritime Organization
MARPOL 73/78; Revised Annex VI-2008, Regula-
tion 13.
Tier II: NO
x
technical code on control of emission
of nitrogen oxides from diesel engines.
1)
2)
3)
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 0 0 0 0 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
Charge air blow off for exhaust gas temperature control
(plants with catalyst converter)
For every increase of the exhaust gas temperature by 1 C, due
to activation of charge air blow-off device, an addition of
0.1 g/kWh to be calculated
Table 2-18 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 2-19 Fuel oil consumption at idle running
Reference conditions (according to ISO 3046-1: 2002;
ISO 15550: 2002)
Air temperature before turbo-
charger t
r
C 25
Ambient pressure p
r
bar 1
Relative humidity r % 30
Engine type specific reference
charge air temperature before
cylinder t
bar
1)
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).
C 34
Net calorific value NCV kJ/kg 42,700
Table 2-20 Reference conditions 48/60CR
2.7.2 Lube oil consumption
J-BC 48/60CR Page 2 - 71
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2.7.2 Lube oil consumption
Engine 48/60CR
1,200 kW/cyl.; 500/514 rpm
Specific lube oil consumption . . . . . 0.5 g/kWh
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 2-15").
Total lube oil consumption [kg/h]
1)
1)
No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V
Speed 500/514 rpm 3.6 4.2 4.8 5.4 7.2 8.4 9.6 10.8
Table 2-21 Total lube oil consumption
2.7.3 Starting air/control air consumption
Page 2 - 72 48/60CR B-BD
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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 start
1)
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).
Nm
2)
2)
Nm corresponds to one cubic meter of gas at 0 C and 101.32 kPa.
4.2 3.5 3.5 4.4 5.0 5.0 6.0 6.0
Air consumption per Jet
Assist activation
3)
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).
4.0 4.0 5.5 5.5 7.9 7.9 7.9 11.3
Air consumption per slow
turn manoeuvre
1)

4)
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.
5.6 6.4 7.0 7.6 9.6 11.0 12.0 13.4
Table 2-22 Starting air consumption 48/60CR
2.7.4 Recalculation of fuel consumption dependent on ambient conditions
C-BC Page 2 - 73
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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:
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
Example
Reference values:
b
r
= 200 g/kWh, t
r
= 25 C, t
bar
= 40 C, p
r
= 1.0 bar
At Site:
t
x
= 45 C, t
bax
= 50 C, p
x
= 0.9 bar
= 1+ 0.0006 (45 25) + 0.0004 (50 40) + 0.07 (1.0 0.9) = 1.023
b
x
= x b
r
= 1.023 x 200 = 204.6 g/kWh
( ) ( ) ( )
= + + +
x r bax bar r x
1 0.0006 t t 0.0004 t t 0.07 p p
= =
x
x r r
b
b b b
Fuel consumption factor
t
bar
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] b
r
b
x
Ambient air temperature [C] t
r
t
x
Charge air temperature before cylinder [C] t
bar
t
bax
Ambient air pressure [bar] p
r
p
x
Page 2 - 74 C-BC
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2.7.5 Aging
A-BB 48/60CR Page 2 - 75
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2.7.5 Aging
Figure 2-22 lnfluence from total engine running time and service intervals on fuel oil consumption
The fuel oil consumption will increase over the
running time of the engine. Proper service can
reduce or eliminate this increase. For dependen-
cies see "Figure 2-22 lnfluence from total engine
running time and service intervals on fuel oil
consumption".
1,25
1,50
1,75
2,00
2,25
2,50
2,75
3,00
o
f

f
u
e
l

o
i
l

c
o
n
s
u
m
p
t
i
o
n

[
%
]
Aging curve - 48/60CR
early maintenance every 15000 or 30000 operating hrs
late maintenance every 20000 or 40000 operating hrs
0,00
0,25
0,50
0,75
1,00
0 10 20 30 40 50 60 70 80
I
n
c
r
e
a
s
e

o
Operating hours [ x 1000 h]
2.7.5 Aging
Page 2 - 76 48/60CR A-BB
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E-BB 48/60CR Page 2 - 77
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2.8 Planning data for emission standard: lMO Tier ll
Note!
lf an advanced cooling water system is to be ap-
plied, please contact MAN Diesel & Turbo for
corresponding planning data.
2.8 Planning data for emission standard: lMO Tier ll
2.8.1 Nominal values for cooler specification - L48/60CR
Page 2 - 78 48/60CR E-BB
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1200 kW/cyl., 500 rpm or 1200 kW/cyl., 514 rpm
Reference conditions: Tropics
Air temperature
C
45
Cooling water temp. before charge air cooler (LT stagej 38
Air pressure bar 1
Relative humidity % 50
Number of cylinders 6L 7L 8L 9L
Engine output kW 7,200 8,400 9,600 10,800
Speed rpm 500/514
Heat to be dissipated
1j
Cooling water (C.W.j cylinder
kW
731 853 975 1,097
Charge air cooler; cooling water HT 2,550 2,902 3,236 3,553
Charge air cooler; cooling water LT 851 983 1,233 1,388
Lube oil (L.O.j cooler + separator
2j
734 857 979 1,101
Cooling water fuel nozzles 24 28 32 36
Heat radiation engine 244 285 325 366
Flow rates
3j
HT circuit (cylinder + charge air cooler HT stagej
m
3
/h
70 80 90 100
LT circuit (lube oil + charge air cooler LT stagej 85 100 110 125
Lube oil (4 bar before enginej 140 165 190 215
Cooling water fuel nozzles 1.7 2.0 2.2 2.5
Pumps
aj Engine driven pumps
HT circuit cooling water (4.5 barj
m/h
140
LT circuit cooling water (4.5 barj 140 (225 alternative availablej
Lube oil (8.0barj for application with constant speed 199 199 233 270
Lube oil (8.0barj for application with variable speed 199 199 233 270
Table 2-23 Nominal values for cooler specification - L48/60CR (1 of 2j
E-BB 48/60CR Page 2 - 79
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Note!
Operating pressure data without further specification are given below/above atmospheric pressure.
bj External pumps
4j
m/h
70 80 90 100
LT circuit cooling water (3.0 barj Depending on plant design
Lube oil (8.0 barj 140 + z 165 + z 190 + z 215 + z
Cooling water fuel nozzles (3.0 barj 1.7 2.0 2.2 2.5
MGO/MDO supply pump (Ap 14.0 barj 5.0 5.8 6.7 7.5
HFO supply pump (Ap 8.0 barj 2.6 3.0 3.5 3.9
HFO circulating pump (abs. 14.0 bar, Ap 10.0 barj 5.0 5.8 6.7 7.5
Note!
- capacities of prelubrication/postlubrication pumps see relevant chapter and
- capacities for preheating/postcooling pumps see relevant chapter
1j
Tolerance: +10 % for rating coolers; -15 % for heat recovery.
2j
lncluding separator heat (30 kJ/kWhj.
3j
Basic values for layout design of the coolers.
4j
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Table 2-23 Nominal values for cooler specification - L48/60CR (2 of 2j
2.8.2 Temperature basis, nominal air and exhaust gas data - L48/60CR
Page 2 - 80 48/60CR E-BB
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2.8.2 Temperature basis, nominal air and exhaust gas data - L48/60CR
1200 kW/cyl.; 500 rpm or 1200 kW/cyl.; 514 rpm
Air temperature C 45
Cooling water temperature before charge air cooler (LT
stagej
C
38
Air pressure bar 1
Engine output kW 7,200 8,400 9,600 10,800
Speed rpm 500/514
Temperature basis
HT cooling water engine outlet
1j
1j
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
C
90
LT cooling water air cooler inlet 38 (setpoint 32Cj
2j
2j
For design see "Section 5.3.1: Cooling water system diagram, page 5-45".
Lube oil engine inlet 55
Cooling water inlet nozzles 60
Air data
Temperature of charge air at charge air cooler outlet C 55 57 56 58
Air flow rate m
3
/h
3j
3j
Under above mentioned reference conditions.
44,977 52,473 59,969 67,465
Mass flow t/h 49.2 57.5 65.7 73.9
Charge air pressure (absolutej bar 4.87
Air required to dissipate heat radiation (enginej
(t
2
- t
1
= 10 Cj
m/h 79,064 92,349 105,311 118,596
Exhaust gas data
4j
4j
Tolerances: Quantity 5 %; temperature 20 C.
volume flow (temperature turbocharger outletj m
3
/h
5j
5j
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Note!
89,528 104,361 119,371 134,204
Mass flow t/h 50.7 59.1 67.6 76.0
Temperature at turbine outlet C 342
Heat content (190 Cj kW 2,297 2,680 3,063 3,446
Permissible exhaust gas back pressure after turbocharger mbar < 30
Table 2-24 Air and exhaust gas data - Engine L48/60CR
2.8.3 Nominal values for cooler specification - v48/60CR
E-BB 48/60CR Page 2 - 81
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1200 kW/cyl., 500 rpm or 1200 kW/cyl., 514 rpm
Air temperature
C
45
Air pressure bar 1
Number of cylinders 12 14 16 18
Engine output kW 14,400 16,800 19,200 21,600
Speed rpm 500/514
1j
kW
1,462 1,706 1,950 2,194
Charge air cooler; cooling water HT 5,099 5,805 6,471 7,107
Charge air cooler; cooling water LT 1,702 1,965 2,466 2,777
2j
1,468 1,713 1,958 2,202
Cooling water fuel nozzles 48 56 64 72
Flow rates
3j
HT circuit (cylinder + charge air cooler HT stagej
m
3
/h
140 160 180 200
LT circuit (lube oil + charge air cooler LT stagej 170 200 220 250
Lube oil (4 bar before enginej 325 370 415 460
Cooling water fuel nozzles 3.5 4.1 4.8 5.4
Pumps
aj Engine driven pumps
m/h
225
LT circuit cooling water (4.5 barj 225
(550 m/h at 3.4 bar alternative availablej
Lube oil (8.0barj for application with constant speed 398 438 466 540
Lube oil (8.0barj for application with variable speed 398 438 466 540
Table 2-25 Nominal values for cooler specification - v48/60CR (1 of 2j
Page 2 - 82 48/60CR E-BB
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bj External pumps
4j
m/h
140 160 180 200
LT circuit cooling water (3.0 barj Depending on plant design
Lube oil (8.0 barj 325 + z 370 + z 415 + z 460 + z
Cooling water fuel nozzles (3.0 barj 3.5 4.1 4.8 5.4
MGO/MDO supply pump (Ap 14.0 barj 10.0 11.7 13.4 15.0
HFO supply pump (Ap 8.0 barj 5.2 6.0 6.9 7.8
HFO circulating pump (abs. 14.0 bar, Ap 10.0 barj 10.0 11.7 13.4 15.0
Note!
- Minimal heating power required for preheating HT cooling water and lube oil.
- Capacities of prelubrication/postlubrication pumps.
- Capacities for preheating/postcooling pumps.
See "Section 5: Engine supply systems, page 5-1".
1j
Tolerance: +10 % for rating coolers; -15 % for heat recovery.
2j
lncluding separator heat (30 kJ/kWhj.
3j
Basic values for layout design of the coolers.
4j
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Note!
Table 2-25 Nominal values for cooler specification - v48/60CR (2 of 2j
2.8.4 Temperature basis, nominal air and exhaust gas data - v48/60CR
E-BB 48/60CR Page 2 - 83
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2.8.4 Temperature basis, nominal air and exhaust gas data - v48/60CR
Air temperature C 45
Cooling water temperature before charge air cooler (LT
stagej
C
38
Air pressure bar 1
Number of cylinders 12 14 16 18
Engine output kW 14,400 16,800 19,200 21,600
Speed rpm 500/514
Temperature basis
HT cooling water engine outlet
1j
1j
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
C
90
LT cooling water air cooler inlet 38 (setpoint 32Cj
2j
2j
For design see "Section 5.3.1: Cooling water system diagram, page 5-45".
Lube oil engine inlet 55
Cooling water inlet nozzles 60
Air data
Temperature of charge air at charge air cooler outlet C 55 57 56 58
Air flow rate m
3
/h
3j
3j
Under above mentioned reference conditions.
89,954 104,946 119,939 134,931
Mass flow t/h 98.5 114.9 131.3 147.7
Charge air pressure (absolutej bar 4.87
Air required to dissipate heat radiation (enginej
(t
2
- t
1
= 10 Cj
m/h 158,128 184,374 210,945 237,192
Exhaust gas data
4j
4j
Tolerances: Quantity 5 %; temperature 20 C.
volume flow (temperature turbocharger outletj m
3
/h
5j
5j
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Note!
178,879 208,722 238,565 268,407
Mass flow t/h 101.3 118.3 135.1 152.0
Temperature at turbine outlet C 342
Heat content (190 Cj kW 4,593 5,358 6,124 6,889
Permissible exhaust gas back pressure after turbo-
charger
mbar < 30
Table 2-26 Air and exhaust gas data - Engine v48/60CR
2.8.5 Load specific values at tropical conditions - 48/60CR
Page 2 - 84 48/60CR E-BB
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2.8.5 Load specific values at tropical conditions - 48/60CR
Reference Conditions: Tropics
Air temperature
C
45
Air pressure bar 1
Engine output % 100 85 75 50
KW/cyl 1200 1020 900 600
Engine speed rpm 500/514
1j
1j
Tolerance: +10 % for rating coolers, -15 % for heat recovery.
kJ/kWh
366 375 401 491
Charge air cooler; cooling water HT
2j
2j
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 7L48/60CR.
1244 1054 1051 598
Charge air cooler; cooling water LT
2j
421 410 433 398
3j
3j
lncluding separator heat (30 kJ/KWhj.
367 411 444 595
Cooling water fuel nozzles 12
Air data
Temperature of charge air
after compressor
at charge air cooler outlet
C 266
57
235
53
225
52
164
46
Air flow rate kg/kWh 6.84 6.85 7.31 7.2
Charge air pressure (absolutej bar 4.87 4.09 3.82 2.52
Exhaust gas data
4j
4j
Tolerance: Quantity 5 %, temperature 20 %.
Note!
Mass flow kg/kWh 7.04 7.05 7.51 7.4
Temperature at turbine outlet C 342 325 326 371
Heat content (190 Cj kJ/kWh 1,149 1,020 1,094 1,444
Permissible exhaust gas back pressure after turbocharger mbar < 30 -
Tolerances refer to 100 % load.
Table 2-27 Load specific values at tropical conditions - Engine 48/60CR
2.8.6 Load specific values at lSO-conditions - 48/60CR
E-BB 48/60CR Page 2 - 85
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2.8.6 Load specific values at lSO-conditions - 48/60CR
Note!
Reference Conditions: lSO
Air temperature
C
25
Air pressure bar 1
Engine output % 100 85 75 50
KW/cyl 1200 1020 900 600
Engine speed rpm 500/514
1j
1j
Tolerance: +10 % for rating coolers, -15 % for heat recovery.
kJ/kWh
327 335 359 439
Charge air cooler; cooling water HT
2j
2j
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 7L48/60CR.
1084 896 884 443
Charge air cooler; cooling water LT
2j
389 384 409 414
3j
3j
lncluding separator heat (30 kJ/KWhj.
341 382 412 553
Cooling water fuel nozzles 12
Air data
Temperature of charge air
after compressor
at charge air cooler outlet
C 239
39
210
36
200
35
142
31
Air flow rate kg/kWh 7.18 7.19 7.67 7.55
Charge air pressure (absolutej bar 4.95 4.16 3.88 2.56
Exhaust gas data
4j
4j
Tolerance: Quantity 5 %, temperature 20 %.
Mass flow kg/kWh 7.37 7.38 7.86 7.75
Temperature at turbine outlet C 313 297 298 341
Heat content (190 Cj kJ/kWh 972 844 907 1,256
Permissible exhaust gas back pressure after turbocharger mbar < 30 -
Tolerances refer to 100 % load.
Table 2-28 Load specific values at lSO conditions - Engine 48/60CR
2.8.7 Filling volumes and flow resistances
Page 2 - 86 48/60CR E-BB
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2.8.7 Filling volumes and flow resistances

Note!
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 2-29 Water and oil volume of engine
Service tanks
lnstalla-
tion
height
1j
1j
lnstallation height refers to tank bottom and crankshaft centre line.
Minimum effective capacity
m m
No. of cylinders
6 7 8 9 12 14 16 18
Cooling water cylin-
der
6 ... 9 1.0 1.5
Cooling water fuel
nozzles
5 ... 8 0.5 0.75
Lube oil
in double bottom
2j

in double bottom
3j

2j
Marine engines with attached lube oil pump.
3j
Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included.
-
-
7.5
11.0
8.5
12.5
10.0
14.5
11.0
16.0
14.5
19.5
17.0
22.5
19.5
25.5
22.0
29.0
Run-down lubrica-
tion or engine
4j
4j
Required for marine main engine with free-standing lube oil pump only.
min. 14
3.5 4.0 4.5 5.0 5.0. 5.5 6.0 7.0
Table 2-30 Service tanks capacity
Flow resistance
bar
Charge air cooler (HT stagej 0.35 per cooler
Charge air cooler (LT stagej 0.40 per cooler
Cylinder (HT cooling water, independent from
the cylinder number because of parallel circuitj
1.0
Fuel nozzles (Nozzle cooling waterj 1.5
Table 2-31 Flow resistance
2.8.8 Operating/service temperatures and pressures
E-BB 48/60CR Page 2 - 87
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Operating temperatures
1

Note!
Air Air before compressor >5 C, max. 45 C
1j
Charge Air Charge air before cylinder 45...58 C
2j
Coolant Engine coolant after engine 90 C
3j
, max. 95 C
Engine coolant preheated before start >60 C
Coolant before charge air cooler LT stage 32 C
3j
, load reduction at >38 C
1j
Coolant nozzle cooling 55...60 C
Lubricating oil Lubricating oil before engine/before turbocharger 50...55 C
3j
, alarm/stop at >60 C
Lubricating oil preheated before start >40 C
Fuel Fuel (MGO; lSO-F-DMA/DMZj before engine max. 45 C
Fuel (MDO; lSO-F-DMBj before engine max. 60 C
Fuel (HFO; lSO-F-RMj 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 reached
4j
Preheating (HFO in day tankj >75 C
Table 2-32 Operating temperatures
1j
ln accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2j
Aim for a higher value in conditions of high air humidity (fresh water generationj.
3j
Regulated temperature.
4j
Dependent upon the fuel viscosity and injection viscosity (see "Section 4.8: viscosity-temperature diagram (vT dia-
gramj, page 4-35" j.
1
valid for nominal output and nominal speed.
Page 2 - 88 48/60CR E-BC
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Operating pressures
1
1
Valid for nominal output and nominal speed.
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 mbar
1)
Coolant HT cooling water before engine 3...4 bar
LT cooling water before engine 2...6 bar
Nozzle cooling water before engine
open system
closed system
2...3 bar
3...5 bar
Lubricating oil Lubrication oil Prelubrication before engine 0.3...0.6 bar
2)
Lubricating oil before engine L= 4...5 bar
V= 5...5.5 bar
Lubricating oil before turbocharger 1.5...1.7 bar
Table 2-34 Operating pressures (1 of 2)
E-BC 48/60CR Page 2 - 89
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Exhaust gas back pressure
An increased exhaust gas back pressure
(> 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.
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
Fuel Fuel before high pressure pumps 11...12 bar
Fuel before high pressure pumps in case of blackout min. 3 bar
Differential pressure (engine feed/engine return) 5 bar
Fuel return, at engine outlet 5 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
Safety valve/pressure limiting valve in common rail sys-
tem (Opening pressure)
1,850 bar
Shutoff valve (Opening pressure) 100 3 bar
Note!
Variations of the mandatory values can affect the operation of the engine negative and may cause rating reduction
of the engine
1)
At a 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
Table 2-34 Operating pressures (2 of 2)
Page 2 - 90 48/60CR E-BB
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2.8.9 venting amount of crankcase and turbocharger
D-BB Page 2 - 91
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As described under the chapter Crankcase
vent and tank vent" it is needed to ventilate the
engine crankcase and the turbocharger. For lay-
out of the ventilation system following statement
should serve as a guide:
Due to normal blow by of the piston ring pack-
age small amounts of gases of the combustion
chamber get into the crankcase and carry along
oil dust.
The amount of crankcase vent gases is ap-
prox. 0.1 % of the engines air flow rate.
The temperature of the crankcase vent gases
is approx. 5 K higher than the oil temperature
at the engines oil inlet.
The density of crankcase vent gases is
1.0 kg/m (assumption for calculationj.
Sealing air of the turbocharger additionally
needs to be vented.
The amount of turbocharger sealing air is ap-
prox. 0.2 % of the engines air flow rate.
The temperature of turbocharger sealing air is
approx. 5 K higher than the oil temperature at
the engines oil inlet.
The density of turbocharger sealing air is
1.0 kg/m (assumption for calculationj.
Page 2 - 92 D-BB
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IMO Tier II
D-BD 48/60CR Page 2 - 93
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2.9 Exhaust gas emission
x
IMO Tier II
IMO Tier II: Engine in standard version
1
Engine 48/60CR
Smoke emission index (FSN)
Engine 48/60CR
Smoke emission index of FSN < 0.30 0.10 is valid for engine loads 25 % MCR.
Valid for distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fulfilling the stat-
ed quality requirements.
Engine 48/60CR Generator operation, enviro version
With adapted CR map for minimum smoke emission and charge air by-pass, smoke emission index of
FSN < 0.20 0.10 will be valid for engine loads 25 % MCR.
Valid for distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fulfilling the stat-
ed quality requirements.
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).
Rated output
Rated speed
kW/cyl.
rpm
1,200
500
1,200
514
NO
x
1)

2)

3)
IMO Tier II cycle D2/E2/E3
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 NO
2.
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 propeller 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.
g/kWh 10.54
4)
4)
Maximum allowed NO
x
emissions for marine diesel engines according to IMO Tier II:
130 n 2,000 44 * n
0.23
g/kWh (n = rated engine speed in rpm).
10.47
4)
Note!
The engine certification for compliance with the NO
x
limits will be carried out during Factory Acceptance Test (FAT)
as a single or a group certification.
Table 2-34 Maximum allowable emission value NO
x
IMO Tier II
x
lMO Tier ll
Page 2 - 94 48/60B, 48/60CR A-BB
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2.9.2 Exhaust gas components of medium speed four-stroke diesel engines
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2.9.2 Exhaust gas components of medium speed four-stroke diesel
engines
The exhaust gas is composed of numerous con-
stituents which are formed either from the com-
bustion air, the fuel and lube oil used or see
"Table 2-35: Exhaust gas constituents (only for
guidancej" which are chemical reaction prod-
ucts formed during the combustion process.
Only some of these are to be considered as
harmful substances.
For the typical exhaust gas composition of a
MAN Diesel & Turbo four-stroke engine without
any exhaust gas treatment devices see "Table
2-35: Exhaust gas constituents (only for guid-
ancej".
Main exhaust gas constituents approx. [% by volume| approx. [g/kWh|
Nitrogen N
2
74.0 - 76.0 5,020 - 5,160
Oxygen O
2
11.6 - 13.2 900 - 1,030
Carbon dioxide CO
2
5.2 - 5.8 560 - 620
Steam H
2
O 5.9 - 8.6 260 - 370
lnert gases Ar, Ne, He... 0.9 75
Total > 99.75 7,000
Additional gaseous exhaust gas con-
stituents considered as pollutants
approx. [% by volume| approx. [g/kWh|
Sulphur oxides SO
x
1j
1j
SO
x
according to lSO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
0.07 10.0
Nitrogen oxides NO
x
2j
2j
NO
x
according to lSO-8178 or US EPA method 7E, total NO
x
emission calculated as NO
2
.
0.07 - 0.15 8.0 - 16.0
Carbon monoxide CO
3j
0.006 - 0.011 0.4 - 0.8
Hydrocarbons HC
4j
0.1 - 0.04 0.4 - 1.2
Total < 0.25 26
Additionally suspended exhaust gas
constituents, PM
5j
approx. [mg/Nm
3
| approx. [mg/Nm
3
|
operating on operating on
MGO
6j
HFO
7j
MGO
6j
HFO
7j
Soot (elemental carbonj
8j
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 2-35 Exhaust gas constituents (only for guidancej
2.9.2 Exhaust gas components of medium speed four-stroke diesel engines
Page 2 - 96 H-Al
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Carbon dioxide CO
2
Carbon dioxide (CO
2
j is a product of combus-
tion of all fossil fuels.
Among all internal combustion engines the die-
sel engine has the lowest specific CO
2
emission
based on the same fuel quality, due to its supe-
rior efficiency.
Sulphur oxides SO
x
Sulphur oxides (SO
x
j are formed by the combus-
tion of the sulphur contained in the fuel.
Among all systems the diesel process results in
the lowest specific SO
x
emission based on the
same fuel quality, due to its superior efficiency.
Nitrogen oxides NO
x
(NO + NO
2
j
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 gradesj and oxygen (contained in the com-
bustion airj to nitrogen oxides (NO
x
j.
Carbon monoxide CO
Carbon monoxide (COj is formed during incom-
plete combustion.
ln MAN Diesel & Turbo four-stroke diesel en-
gines, optimisation of mixture formation and tur-
bocharging process successfully reduces the
CO content of the exhaust gas to a very low
level.
Hydrocarbons HC
The hydrocarbons (HCj contained in the exhaust
gas are composed of a multitude of various or-
ganic compounds as a result of incomplete
combustion.
Due to the efficient combustion process, the HC
content of exhaust gas of MAN Diesel & Turbo
four-stroke diesel engines is at a very low level.
Particulate Matter PM
Particulate matter (PMj consists of soot (ele-
mental carbonj and ash.
3j
CO according to lSO-8178 or US EPA method 10.
4j
HC according to lSO-8178 or US EPA method 25A.
5j
PM according to vDl-2066, EN-13284, lSO-9096 or US EPA method 17; in-stack filtration.
6j
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 %.
7j
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 %.
8j
Pure soot, without ash or any other particle-borne constituents.
2.10.1 Engine noise
K-BA 48/60CR Page 2 - 97
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2.10 Noise
2.10.1 Engine noise
Engine L48/60CR
Output 1200 kW/cyl., speed = 500/514 rpm
Sound pressure level Lp
min: . . . . . . . . . . . . . approx. > 103 dB(Aj
max: . . . . . . . . . . . . . approx. s 108 dB(Aj
Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to lSO 6798.
The noise at the exhaust outlet is not includ-
ed.
Octave level diagram
ln the octave level diagram below the mini-
mum and maximum octave levels of all meas-
uring points have been linked by graphs. The
data will change, depending on the acousti-
cal properties of the environment.
Figure 2-23 Octave level diagram L48/60CR - Sound pressure level Lp - Air borne noise
80
85
90
95
100
105
110
1/1 octave band frequency [Hz]
s
o
u
n
d

p
r
e
s
s
u
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e

l
e
v
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l

L
p

[
d
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]
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2
0

P
a
min
max
min 84 93 96 98 99 99 98 96 91 90 103
max 98 103 104 105 104 103 103 102 97 98 108
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.10.1 Engine noise
Page 2 - 98 48/60CR K-BA
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Engine v48/60CR
Output 1200 kW/cyl., speed = 500/514 rpm
Sound pressure level Lp
min: . . . . . . . . . . . . . approx. > 104 dB(Aj
max: . . . . . . . . . . . . . approx. s 109 dB(Aj
Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to lSO 6798.
The noise at the exhaust outlet is not includ-
ed.
ln the octave level diagram below the mini-
mum and maximum octave levels of all meas-
uring points have been linked by graphs. The
data will change, depending on the acousti-
cal properties of the environment.
Figure 2-24 Octave level diagram v48/60CR - Sound pressure level Lp - Air borne noise
80
85
90
95
100
105
110
s
o
u
n
d

p
r
e
s
s
u
r
e

l
e
v
e
l

L
p

[
d
B
]
r
e
f
:

2
0

P
a
min
max
min 90 92 93 94 95 95 95 94 91 89 104
max 101 102 104 105 105 104 103 103 100 98 109
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.10.2 lntake noise
K-BA 48/60CR Page 2 - 99
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2.10.2 lntake noise
Engine L48/60CR
Sound power level Lw: approx. s 140 dB(Aj
The sound power level Lw of the unsilenced
intake noise in the intake pipe is approx.
140 dB(Aj 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 turbo-
charger.
Figure 2-25 Octave level diagram L48/60CR - Sound power level Lw - Unsilenced intake noise
100
105
110
115
120
125
130
135
140
145
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
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e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 115 120 117 112 108 108 113 134 135 132 140
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.10.2 lntake noise
Page 2 - 100 48/60CR K-BA
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Engine v48/60CR
intake 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 turbo-
charger.
Figure 2-26 Octave level diagram v48/60CR - Sound power level Lw - Unsilenced intake noise
100
105
110
115
120
125
130
135
140
145
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 115 120 117 112 108 108 113 134 135 132 140
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.10.3 Exhaust gas noise
K-BA 48/60CR Page 2 - 101
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Engine L48/60CR
exhaust noise in the exhaust pipe is approx.
low.
.
Figure 2-27 Octave level diagram L48/60CR - Sound power level Lw - Unsilenced exhaust noise
125
130
135
140
145
150
155
160
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 145 158 150 142 138 136 135 134 132 131 141
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Page 2 - 102 48/60CR K-BA
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Engine v48/60CR
exhaust noise in the exhaust pipe is approx.
low.
.
Figure 2-28 Octave level diagram v48/60CR - Sound power level Lw - Unsilenced exhaust noise
125
130
135
140
145
150
155
160
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 141 150 150 142 138 136 135 134 132 131 141
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.11.1 Torsional vibrations
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2.11 vibration
Data required for torsional vibration
calculation
MAN Diesel & Turbo calculates the torsional vi-
brations behaviour for each individual engine
plant of their supply to determine the location
and severity of resonance points. lf necessary,
appropriate measures will be taken to avoid ex-
cessive stresses due to torsional vibration.
These investigations cover the ideal normal op-
eration of the engine (all cylinders are firing
equallyj as well as the simulated emergency op-
eration (misfiring of the cylinder exerting the
greatest influence on vibrations, acting against
compressionj. Besides the natural frequencies
and the modes also the dynamic response will
be calculated, normally under consideration of
the 1
st
to 24
th
harmonic of the gas and mass
forces of the engine. Beyond that also further
exciting sources such as propeller, pumps etc.
can be considered if the respective manufactur-
er is able to make the corresponding data avail-
able to MAN Diesel & Turbo.
lf necessary, a torsional vibration calculation will
be worked out which can be submitted for ap-
proval to a classification society or a legal au-
thority.
To carry out the torsional vibration calculation
following particulars and/or documents are re-
quired.
General
Type of (GenSet, diesel-mechanic, diesel-
electricj
Arrangement of the whole system including
all engine-driven equipment
Definition of the operating modes
Maximum power consumption of the individ-
ual working machines
Engine
Rated output, rated speed
Kind of engine load (fixed-pitch propeller,
controllable-pitch propeller, combinator
curve, operation with reduced speed at ex-
cessive loadj
Operational speed range
Kind of mounting of the engine (can influence
the determination of the flexible couplingj
Flexible coupling
Make, size and type
Rated torque (Nmj
Possible application factor
Maximum speed (rpmj
Permissible maximum torque for passing
through resonance (Nmj
Permissible shock torque for short-term
loads (Nmj
Permanently permissible alternating torque
(Nmj including influencing factors (frequency,
temperature, mean torquej
Permanently permissible power loss (Wj in-
cluding influencing factors (frequency, tem-
peraturej
Dynamic torsional stiffness (Nm/radj includ-
ing influencing factors (load, frequency, tem-
peraturej, if applicable
Relative damping (j including influencing
factors (load, frequency, temperaturej, if ap-
plicable
Moment of inertia (kgmj for all parts of the
coupling
Page 2 - 104 J-Al
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Dynamic stiffness in radial, axial and angular
direction
Permissible relative motions in radial, axial
and angular direction, permanent and maxi-
mum
Maximum permissible torque which can be
transferred through a get-you-home-de-
vice/torque limiter if foreseen
Clutch coupling
Make, size and type
Rated torque (Nmj
Permissible maximum torque (Nmj
Permanently permissible alternating torque
(Nmj including influencing factors (frequency,
temperature, mean torquej
Dynamic torsional stiffness (Nm/radj
Damping factor
Moments of inertia for the operation condi-
tions, clutched and declutched
Course of torque versus time during clutching
in
Permissible slip time (sj
Slip torque (Nmj
Maximum permissible engagement speed
(rpmj
Gearbox
Make and type
Torsional multi mass system including the
moments of inertia and the torsional stiffness,
preferably related to the individual speed; in
case of related figures, specification of the re-
lation speed is needed
Gear ratios (number of teeth, speedsj
Possible operating conditions (different gear
ratios, clutch couplingsj
Permissible alternating torques in the gear
meshes
Shaft line
Drawing including all information about
length and diameter of the shaft sections as
well as the material
Alternatively torsional stiffness (Nm/radj
Propeller
Kind of propeller (fixed-pitch or controllable-
pitch propeller
Moment of inertia in air (kgmj
Moment of inertia in water (kgmj; for control-
lable-pitch propellers also in dependence on
pitch; for twin-engine plants separately for
single- and twin-engine operation
Relation between load and pitch
Number of blades
Diameter (mmj
Possible torsional excitation in % of the rated
torque for the 1
st
and the 2
nd
blade-pass fre-
quency
Pump
Kind of pump (e. g. dredging pumpj
Drawing of the pump shaft with all lengths
and diameters
Alternatively, torsional stiffness (Nm/radj
Moment of inertia in air (kgmj
Moment of inertia in operation (kgmj under
consideration of the conveyed medium
Number of blades
Possible torsional excitation in % of the rated
torque for the 1
st
and the 2
nd
blade-pass fre-
quency
Power consumption curve
J-Al Page 2 - 105
0
2
1
3
-
0
0
0
0
M
A
2
.
f
m
Alternator for diesel-electric plants
Drawing of the alternator shaft with all lengths
and diameters
Moment of inertia of the parts mounted to the
shaft (kgmj
Electrical output (kvAj including power factor
cos and efficiency
Or mechanical output (kWj
Complex synchronizing coefficients for idling
and full load in dependence on frequency,
reference torque
lsland or parallel mode
Load profile (e. g. load stepsj
Frequency fluctuation of the net
Alternator for diesel-mechanical parts
(e. g. PTO/PTHj
Drawing of the alternator shaft with all lengths
and diameters
Torsional stiffness, if available
Moments of inertia of the parts mounted to
the shaft (kgmj
Electrical output (kvAj including power factor
cos and efficiency
Or mechanical output (kWj
Complex synchronizing coefficients for idling
and full load in dependence on frequency, in-
cluding the reference torque
Secondary power take-off
Kind of working machine
Kind of drive
Operational mode, operation speed range
Power consumption
Drawing of the shafts with all lengths and di-
ameters
Moments of inertia (kgmj
Possible torsional excitation in size and fre-
quency in dependence on load and speed
Page 2 - 106 J-Al
0
2
1
3
-
0
0
0
0
M
A
2
.
f
m
2.12 Requirements for power drive connection (staticj
E-BB 48/60B, 48/60CR Page 2 - 107
0
2
1
4
-
0
0
0
0
M
D
A
2
.
f
m
Limit values for alignment to be coupled after the engine
Evaluation of permissible theoretical bearing loads
Figure 2-29 Case A: Overhung arrangement Figure 2-30 Case B: Rigid coupling
M
max
= F * a = F
3
* x
3
+ F
4
* x
4
F
1
= (F
3
* x
2
+ F
5
* x
1
j/l
F
1
Theoretical bearing force at the external engine bearing
F
2
Theoretical bearing force at the alternator bearing
F
3
Flywheel weight
F
4
Coupling weight acting on the engine, including reset forces
F
5
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
M
max
= F * a F
1 max
mm kNm kN
L48/60B, L48/60CR 530 80
1j
1j
lnclusive of couples resulting from restoring forces of the coupling.
140
v48/60B, v48/60CR 560 105
1j
180
Table 2-36 Example calculation case A and B
Page 2 - 108 48/60B, 48/60CR E-BB
0
2
1
4
-
0
0
0
0
M
D
A
2
.
f
m
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 service
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
coupled downstream of the engine (permissible
values for M
max
and F1
max
j are complied with, the
permitted web deflections will not be exceeded
during assembly.
Sufficient distance until obtaining the max. per-
missible web deflection value at which the max.
permissible crankshaft bending stress is
reached, i. e. new alignment of the engine has to
be carried out, is ensured.
2.13.1 Moments of inertia - Engine, damper, flywheel
K-BA 48/60CR Page 2 - 109
0
2
1
5
-
0
0
0
0
M
D
c
r
l
l
.
f
m
2.13 Requirements for power drive connection (dynamicj
Propeller operation (CPPj
For flywheels dimensions see "Section 2.14 Power transmission, page 2-119".
Marine main engines
Engine Needed
minimum
total
moment of
inertia
1j
1j
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
Plant
Engine Maximum
continu-
ous rating
Moment of
inertia
engine +
damper
Moment of
inertia
flywheel
Mass of
flywheel
Required mini-
mum additional
moment of iner-
tia after fly-
wheel
2j
2j
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
[kW| [kgm
2
| [kgm
2
| [kg| [kgm
2
| [kgm
2
|
n = 500 rpm
6L48/60CR 7,200 2,633
3,102 5,324
3,290
-
7L48/60CR 8,400 3,412 3,840
8L48/60CR 9,600 3,737 1,259 2,308 4,390
9L48/60CR 10,800 3,565 3,102 5,324 4,940
12v48/60CR 14,400 4,624
2,935 4,309
6,580
-
14v48/60CR 16,800 5,196 7,670
16v48/60CR 19,200 5,768 8,770 67
18v48/60CR 21,600 6,340 9,860 585
Table 2-37 Moments of inertia for marine main engine 48/60CR - Engine, damper, flywheel
Page 2 - 110 48/60CR K-BA
0
2
1
5
-
0
0
0
0
M
D
c
r
l
l
.
f
m
Constant speed
For flywheels dimensions see "Section 2.14 Power transmission, page 2-119".
Marine main engine
Engine Needed
minimum
total
moment
of inertia
1j
1j
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
Plant
Engine Maximum
continuous
rating
Moment
of inertia
engine +
damper
Moment
of
inertia
flywheel
Mass of
flywheel
Cyclic
irregular-
ity
Required
minimum
addi-
tional
moment
of inertia
after fly-
wheel
2j
2j
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
[kW| [kgm
2
| [kgm
2
| [kg| - [kgm
2
| [kgm
2
|
n = 500 rpm
6L48/60CR 7,200 2,633
3,102 5,324
580 8,760 3,025
7L48/60CR 8,400 3,412 320 10,220 3,706
8L48/60CR 9,600 3,737 1,259 2,308 540 11,680 6,473
9L48/60CR 10,800 3,565 3,102 5,324 760 13,140 6,548
12v48/60CR 14,400 4,624
2,935 4,309
1,500 17,520 9,961
14v48/60CR 16,800 5,196 4,100 20,430 12,299
16v48/60CR 19,200 5,768 3,200 23,350 14,647
18v48/60CR 21,600 6,340 2,000 26,270 16,995
n = 514 rpm
6L48/60CR 7,200 2,633
3,102 5,324
610 8,290 2,555
7L48/60CR 8,400 3,412 320 9,670 3,156
8L48/60CR 9,600 3,737 1,259 2,308 550 11,050 6,054
9L48/60CR 10,800 3,565 3,102 5,324 760 12,430 5,763
12v48/60CR 14,400 4,624
2,935 4,309
1,600 16,570 9,011
14v48/60CR 16,800 5,196 4,000 19,340 11,209
16v48/60CR 19,200 5,768 3,200 22,100 13,397
18v48/60CR 21,600 6,340 2,000 24,860 15,585
Table 2-38 Moments of inertia for diesel-electric plants - Engine, damper, flywheel
2.13.2 Balancing of masses - Firing order
K-BA 48/60CR Page 2 - 111
0
2
1
5
-
0
2
0
0
M
D
c
r
l
l
.
f
m
Engine L48/60CR
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 mmj
Oscillating mass per cylinder . . . . . . . . 679 kg
Connecting rod ratio . . . . . . . . . . . . . . . 0.219
Distance between cylinder
centerlines . . . . . . . . . . . . . . . . . . . . . 820 mm
For engines of type L48/60CR the external mass forces are equal to zero.
M
rot
is eliminated by means of balancing weights on resiliently mounted engines.
Engine Firing
order
Residual external couples
M
rot
(kNmj + M
osc 1st order
(kNmj M
osc 2nd order
(kNmj
Engine speed (rpmj 500
vertical horizontal
6L48/60CR A
0
0
7L48/60CR C 93.4
8L48/60CR B 0
9L48/60CR B 28.9 28.9 158.2
vertical horizontal
6L48/60CR A 0 0 0
7L48/60CR C - - 98.7
8L48/60CR B 0
9L48/60CR B 167.1
Table 2-39 Residual external couples - Engine L48/60CR
Page 2 - 112 48/60CR K-BA
0
2
1
5
-
0
2
0
0
M
D
c
r
l
l
.
f
m
Firing order: Counted from coupling side
No. of cylin-
ders
Firing
order
Clockwise rotation Counter clockwise rotation
6L A 1-3-5-6-4-2 1-2-4-6-5-3
7L C
1j
1j
lrregular firing order.
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 2-40 Firing order L48/60CR
K-BA 48/60CR Page 2 - 113
0
2
1
5
-
0
2
0
0
M
D
c
r
l
l
.
f
m
Engine v48/60CR
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 mmj
Oscillating mass per cylinder . . . . . . . . 679 kg
Connecting rod ratio . . . . . . . . . . . . . . . 0.219
Distance between cylinder
centerlines . . . . . . . . . . . . . . . . . . . 1,000 mm
vee angle . . . . . . . . . . . . . . . . . . . . . . . . . . 50
For engines of type v48/60CR the external mass forces are equal to zero.
M
rot
is eliminated by means of balancing weights on resiliently mounted engines.
Engine Firing
order
Residual external couples
M
rot
(kNmj + M
osc 1st order
(kNmj M
osc 2nd order
(kNmj
vertical horizontal vertical horizontal
12v48/60CR A
0
0
14v48/60CR C 132.8 73.8
16v48/60CR B 0
18v48/60CR A 69.5 69.5 78.0 43.4
12v48/60CR A
0
0
14v48/60CR C 140.3 78.5
16v48/60CR B 0
18v48/60CR A 73.5 73.5 82.5 45.8
Table 2-41: Residual external couples - Engine v48/60CR
Page 2 - 114 48/60CR K-BA
0
2
1
5
-
0
2
0
0
M
D
c
r
l
l
.
f
m
Firing order: Counted from coupling side
No. of
cylinders
Firing
order
Clockwise rotation Counter clockwise rotation
12v A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-
B2
A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-
B1
14v C
1j
1j
lrregular firing order.
A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-
B5-A3-B3
A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B2-A2-B1
16v B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-
B5-A2-B2-A3-B3
A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B7-A7-B4-A4-B1
18v A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8-
B8-A6-B6-A4-B4-A2-B2
A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B7-A7-B5-A5-B3-A3-B1
Table 2-42 Firing order v48/60CR
2.13.3 Static torque fluctuation
J-BA Page 2 - 115
0
2
1
5
-
0
3
0
a
M
A
2
.
f
m
General
The static torque fluctuation is the summation-
taking into account the correct phase-angles of
the torques acting at all cranks around the
crankshaft 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
"Paragraph: Static torque fluctuation and excit-
ing frequencies" in this section. An absolutely
rigid crankshaft is assumed. The values T
max
and T
min
listed in the tables represent a measure
for the reaction forces occurring at the founda-
tion of the engine see "Figure 2-31: Static torque
fluctuation". The static values listed in the table
below in each individual case a dynamic magni-
fication which is dependent upon the character-
istics of the foundation (design and material
thicknesses in way of the foundation, type of
chockingj.
The reaction forces generated by the torque
fluctuation are the most important excitations
transmitted into the foundation in the case of a
rigidly or semi-resiliently mounted engine. Their
frequency is dependent upon speed and cylin-
der number, and is also listed in the table of the
examples.
ln order to avoid local vibration excitations in the
vessel, it must be ensured that the natural fre-
quencies of important part structures (e. g. pan-
els, bulkheads, tank walls and decks, equipment
and its foundation, pipe systemsj have a suffi-
cient safety margin (if possible 30 %j in relation
to this main excitation frequency.
Figure 2-31 Static torque fluctuation
z Number of cylinders
L Distance between foundation bolts
F
D
L z
T
max
T
min
2
------------------------------ =
Page 2 - 116 J-BA
0
2
1
5
-
0
3
0
a
M
A
2
.
f
m
K-BA 48/60CR Page 2 - 117
0
2
1
5
-
0
3
0
b
M
D
c
r
l
l
.
f
m
Static torque fluctuation and exciting frequencies
Example to declare abbreviations
Figure 2-32 Static torque fluctuation - Engine L48/60CR
Engine L48/60CR
Engine Output Speed T
n
T
max
T
min
Main exciting components
1j
1j
Exciting frequency of the main harmonic components.
Order Frequency T
kW rpm kNm kNm kNm rpm Hz kNm
6L48/60CR
7,200
500
137.5 302.1 -13.9
3.0
6.0
25.0
50.0
130.9
67.9
7L48/60CR
8,400 160.4 459.6 -88.6
3.5
7.0
29.2
58.3
277.7
40.5
8L48/60CR
9,600 183.3 436.4 -32.2
4.0
8.0
33.3
66.7
238.3
20.6
9L48/60CR
10,800 206.3 440.9 1.3
4.5
9.0
37.5
75.0
225.1
8.4
6L48/60CR
7,200
514
133.8 282.0 -6.5
3.0
6.0
25.7
51.4
115.5
68.8
7L48/60CR
8,400 156.1 445.1 -87.3
3.5
7.0
30.0
60.0
272.4
42.3
8L48/60CR
9,600 178.4 421.0 -31.9
4.0
8.0
34.3
68.5
233.4
23.0
9L48/60CR
10,800 200.6 431.0 -0.9
4.5
9.0
38.5
77.1
228.8
10.5
Table 2-43 Static torque fluctuation and exciting frequency - Engine L48/60CR
Page 2 - 118 48/60CR K-BA
0
2
1
5
-
0
3
0
b
M
D
c
r
l
l
.
f
m
Example to declare abbreviations
Figure 2-33 Static torque fluctuation - Engine v48/60CR
Engine v48/60CR
Engine Output Speed T
n
T
max
T
min
Main exciting components
Order Frequency
1j
1j
Exciting frequency of the main harmonic components.
T
kW rpm kNm kNm kNm rpm Hz kNm
12v48/60CR 14,400
500
275.0 448.6 128.6
3.0
6.0
25.0
50.0
67.8
117.6
14v48/60CR 16,800 320.9 431.5 206.6
3.5
7.0
29.2
58.3
24.2
80.7
16v48/60CR 19,200 366.7 474.1 241.7
4.0
8.0
33.3
66.7
82.8
38.7
18v48/60CR 21,600 412.5 553.8 230.8
4.5
9.0
37.5
75.0
172.3
11.8
12v48/60CR 14,400
514
267.5 431.9 128.8
3.0
6.0
25.7
51.4
59.8
119.2
14v48/60CR 16,800 312.1 424.3 196.6
3.5
7.0
30.0
60.0
23.8
84.3
16v48/60CR 19,200 356.7 466.3 230.7
4.0
8.0
34.3
68.5
81.1
43.3
18v48/60CR 21,600 401.3 543.2 219.5
4.5
9.0
38.5
77.1
170.5
14.8
Table 2-44 Static torque fluctuation and exciting frequency - Engine v48/60CR
2.14.1 Flywheel arrangement
L-BA 48/60CR Page 2 - 119
0
2
1
6
-
0
0
0
0
M
D
c
r
l
l
.
f
m
2.14 Power transmission
Flywheel with flexible coupling
Figure 2-34 Flywheel with flexible coupling
Legend
Engine A
1j
1j
Without torsional limit device.
A
2j
2j
With torsional limit device.
For mass of flywheel see "Section 2.13.1: Moments of inertia - Engine, damper, flywheel, page
2-109"
E E F
min
F
max
No. of
through
bolts
No. of fit-
ted bolts
mm
6L48/60CR
Dimensions will result from clarification of technical details of propul-
sion drive
9 3
7L48/60CR
8L48/60CR
9L48/60CR
Note!
Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of techni-
cal details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be changed.
Page 2 - 120 48/60CR L-BA
0
2
1
6
-
0
0
0
0
M
D
c
r
l
l
.
f
m
Figure 2-35 Flywheel with flexible coupling
Legend
Engine A
1j
1j
Without torsional limit device.
A
2j
2j
With torsional limit device.
For mass of flywheel see "Section 2.13.1: Moments of inertia - Engine, damper, flywheel, page
2-109"
E
1j
E
2j
F
min
F
max
No. of
through
bolts
No. of fit-
ted bolts
mm
12v48/60CR
Dimensions will result from clarification of technical details of propul-
sion drive
12
2
14v48/60CR
16v48/60CR
18v48/60CR 14
Note!
Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of techni-
cal details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be changed.
L-BA 48/60CR Page 2 - 121
0
2
1
6
-
0
0
0
0
M
D
c
r
l
l
.
f
m
Flywheel arrangement coupling and gearbox
Figure 2-36 Example for an arrangement of flywheel, coupling and gearbox
Page 2 - 122 48/60CR L-BA
0
2
1
6
-
0
0
0
0
M
D
c
r
l
l
.
f
m
Flywheel arrangement coupling and alternator
Figure 2-37 Example for an arrangement of flywheel, coupling and alternator
2.15 Arrangement of attached pumps
K-BA 48/60B, 48/60CR, 51/60DF, 51/60G Page 2 - 123
0
2
1
7
-
0
0
0
0
M
D
S
l
l
.
f
m
Figure 2-38 Attached pumps L48/60B, L48/60CR, L51/60G, 51/60DF
Page 2 - 124 48/60B, 48/60CR, 51/60DF, 51/60G K-BA
0
2
1
7
-
0
0
0
0
M
D
S
l
l
.
f
m
Figure 2-39 Attached pumps v48/60B, v48/60CR, v51/60G, 51/60DF
Note!
The final arrangement of the lube oil and cooling
water pumps will be made due to the inquiry or
order.
2.16.1 General requirements for engine foundation
D-AD 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64 Page 2 - 125
0
2
1
8
-
0
0
0
0
M
A
2
.
f
m
2.16 Foundation
Plate thicknesses
The stated material dimensions are recommen-
dations, 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:
After 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 typesj also
be observed.
The girders must be aligned exactly above and
underneath 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
outer girders.
Top plate supporting
Provide support in the area of the frames from
the nearest girder below.
Page 2 - 126 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64 D-AD
0
2
1
8
-
0
0
0
0
M
A
2
.
f
m
2.16.2 Rigid seating
K-BA 48/60CR Page 2 - 127
0
2
1
8
-
0
3
0
0
M
D
c
r
l
l
.
f
m
Engine L48/60CR
Recommended configuration of foundation
Figure 2-40 Recommended configuration of foundation L48/60CR
Page 2 - 128 48/60CR K-BA
0
2
1
8
-
0
3
0
0
M
D
c
r
l
l
.
f
m
Figure 2-41 Recommended configuration of foundation L48/60CR - Number of bolts
K-BA 48/60CR Page 2 - 129
0
2
1
8
-
0
3
0
0
M
D
c
r
l
l
.
f
m
Arrangement of foundation bolt holes
Figure 2-42 Arrangement of foundation bolt holes L48/60CR
Two fitted bolts have to be provided either on
starboard side or portside depending on the en-
gines rotation direction:
For clockwise rotating engines on port side.
For counter clockwise rotating engines on
starboard side.
ln any case they have to be positioned on the
coupling side
Number and position of the stoppers have to be
provided according to the figure above.
Page 2 - 130 48/60CR K-BA
0
2
1
8
-
0
3
0
0
M
D
c
r
l
l
.
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Engine 12v, 14v, 16v48/60CR
Figure 2-43 Recommended configuration of foundation 12v, 14v, 16v48/60CR
K-BA 48/60CR Page 2 - 131
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Engine 18v48/60CR
Figure 2-44 Recommended configuration of foundation 18v48/60CR
Page 2 - 132 48/60CR K-BA
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Engine v48/60CR
Recommended configuration of foundation - Number of bolts
Figure 2-45 Recommended configuration of foundation v48/60CR - Number of bolts
K-BA 48/60CR Page 2 - 133
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Arrangement of foundation bolt holes
Figure 2-46 Arrangement of foundation bolt holes v48/60CR
Two fitted bolts have to be provided either on
starboard side or portside depending on the en-
gines rotation direction:
For clockwise rotating engines on port side.
For counter clockwise rotating engines on
startboard side.
ln any case they have to be positioned on the
coupling side
Number and position of the stoppers have to be
provided according to the figure above.
Page 2 - 134 48/60CR K-BA
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2.16.3 Chocking with synthetic resin
L-BA 48/60CR Page 2 - 135
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Engine 48/60CR
Most classification societies permit the use of
the following synthetic resins for chocking Die-
sel engines:
Chockfast Orange
(Philadelphia Resins Corp. U.S.Aj
Epocast 36
(H.A. Springer, Kielj
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 preloadingj of 450 N/cm
2
and a chock
temperature 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/
cm
2
(requirement of some classification socie-
tiesj.
The pre-tensioning force of the foundation bolts
was chosen so that the permissible total surface
area load of 450 N/cm
2
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 permissi-
ble with hydraulic tensioning device. The point
of application of force is the end of the thread
with a length of 173 mm. Nuts definitely must
not be tightened with hook spanner and ham-
mer, even for later inspections.
Page 2 - 136 48/60CR L-BA
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Tightening of foundation bolts
Figure 2-47 Hydraulic tension device
The tensioning tool with tensioning nut and
pressure sleeve are included in the standard
scope of supply of tools for the engine
Hydraulic tension device L48/60CR v48/60CR
Tool number -
-
009.062
055.125
009.010
021.089
Piston area cm 130.18 78.5
Maximum pump pressure bar 1200 800
Table 2-45 Hydraulic tension tool 48/60CR
Pretensioning force L48/60CR v48/60CR
Pre-tensioning forcer kN 540 420
Pump pressure required bar 500 700
Setting allowance % 20 20
Calculated screw elongation mm 0.63 0.69
Utilisation of yield point % 60 63.5
Table 2-46 Pre-tension force 48/60CR
L-BA 48/60CR Page 2 - 137
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Figure 2-48 Chocking with synthetic resin L48/60CR
Page 2 - 138 48/60CR L-BA
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Figure 2-49 Chocking with synthetic resin 12v, 14v, 16v48/60CR
L-BA 48/60CR Page 2 - 139
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Figure 2-50 Chocking with synthetic resin 18v48/60CR
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2.16.4 Resilient seating
A-BB 48/60B, 48/60CR, 51/60DF, 58/64 Page 2 - 141
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General
The engines cause dynamic effects on the foun-
dation. These effects are attributed to the pul-
sating reaction forces due to the irregular
torque, additionally in engines with certain cylin-
der numbers these effects are increased by un-
balanced forces and couples brought about by
rotating or reciprocating masses which - con-
sidering their vector sum - do not equate to ze-
ro.
The direct resilient support makes it possible to
keep the foundation practically free from the dy-
namic forces, which are generated by every re-
ciprocating engine and may have harmful effects
on the environment of the engines under ad-
verse conditions.
Therefore MAN Diesel & Turbo offers two differ-
ent versions of the resilient mounting to increase
the comfort.
The inclined resilient mounting was developed
especially for ships with high comfort demands,
e.g. passenger ferries and cruise vessels. This
mounting system is characterised by natural fre-
quencies of the resiliently supported engine be-
ing lower than approx. 18 Hz, so that they are well
below those of the pulsating disturbing varia-
bles.
For lower demands of comfort, as e.g. for mer-
chant ships, the conical mounting system was
created. Because of the stiffer design of the ele-
ments the natural frequencies of the system are
clearly higher than in case of the inclined resil-
ient mounting. The structure-borne-sound isola-
tion is thus decreased. lt is, however still
considerably better than in case of a rigid engine
support.
The appropriate design of the resilient support
will be selected in accordance with the demands
of the customer, i.e. it will be adjusted to the
special requirements of each plant.
ln both versions the supporting elements will be
connected directly to the engine feet by special
brackets.
The number, rubber hardness and distribution of
the supporting elements depends on
the weight of the engine
the centre of gravity of the engine
the desired natural frequencies
Where resilient mounting is applied, the follow-
ing has to be taken into consideration when de-
signing a propulsion plant:
1. Resilient mountings always feature several
resonances resulting from the natural
mounting frequencies. ln spite of the en-
deavour to keep resonances as far as pos-
sible from nominal speed the lower bound
of the speed range free from resonances will
rarely be lower than 70% of nominal speed
for mountings using inclined mounts and
not lower than 85% for mountings using
conical mounts. lt must be pointed out that
these percentages are only guide values.
The speed interval being free from reso-
nances may be larger or smaller. These re-
strictions in speed will mostly require the
deployment of a controllable pitch propeller.
2. Between the resiliently mounted engine and
the rigidly mounted gearbox or alternator, a
flexible coupling with minimum axial and ra-
dial elastic forces and large axial and radial
displacement capacities must be provided.
3. The pipes to and from the engine must be of
highly flexible type.
4. For the inclined resilient support, provision
for stopper elements has to be made be-
cause of the sea-state-related movement of
the vessel. ln the case of conical mounting,
these stoppers are integrated in the ele-
ment.
Page 2 - 142 48/60B, 48/60CR, 51/60DF, 58/64 A-BB
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5. ln 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 suffi-
ciently rigid points of the foundation. lnflu-
ences of the foundation's stiffness on the
natural frequencies of the resilient support
will not be considered.
6. The yard must specify with which inclination
related to the plane keel the engine will be
installed in the ship. When calculating the
resilient mounting system, it has to be
checked whether the desired inclination can
be realised without special measures. Addi-
tional measures always result in additional
costs.
2.16.5 Recommended configuration of foundation
K-BA 48/60B, 48/60CR, 51/60DF Page 2 - 143
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Engine mounting using inclined sandwich elements
Figure 2-51 Recommended configuration of foundation in-line engine - Resilient seating
Page 2 - 144 48/60B, 48/60CR, 51/60DF K-BA
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K-BA 48/60B, 48/60CR, 51/60DF Page 2 - 145
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12v, 14v and 16v Engine
Figure 2-53 Recommended configuration of foundation 12v, 14v and 16v engine - Resilient seating
Page 2 - 146 48/60B, 48/60CR, 51/60DF K-BA
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18 v Engine
Figure 2-54 Recommended configuration of foundation 18 v engine - Resilient seating
K-BA 48/60B, 48/60CR, 51/60DF Page 2 - 147
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Figure 2-55 Recommended configuration of foundation vee-engine - Resilient seating
Page 2 - 148 48/60B, 48/60CR, 51/60DF K-BA
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Engine mounting using conical mounts
K-BA 48/60B, 48/60CR, 51/60DF Page 2 - 149
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Page 2 - 150 48/60B, 48/60CR, 51/60DF K-BA
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K-BA 48/60B, 48/60CR, 51/60DF Page 2 - 151
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Page 2 - 152 48/60B, 48/60CR, 51/60DF K-BA
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2.16.6 Engine alignment
F-BA Page 2 - 153
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The alignment of the engine to the attached
powertrain is crucial for troublefree operation.
Dependend on the plant installation influencing
factors 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 mount-
ing
shaft misalignment under pressure
necessary axial pre-tensioning of the flex-
coupling
Therefore take care that a special alignment cal-
culation, 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.
Page 2 - 154 F-BA
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Page 3 - 1
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3 Engine automation
Page 3 - 2
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Engine automation
3.1 SaCoSone system overview
K-BA 48/60CR Page 3 - 3
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Figure 3-1 SaCoSone system overview
The monitoring and safety system SaCoSone
serves for complete engine operation, alarming
and control. All sensors and operating devices
are wired to the engine-attached units. The wire
connection of the plant is done by means of an
lnterface Cabinet.
Legend
1 Control Unit
2 lnjection Unit (for common rail enginesj
3 System Bus
4 Local Operating Panel
5 lnterface Cabinet
6 Remote Operating Panel (Optionalj
Engine automation
Page 3 - 4 48/60CR K-BA
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During engine installation, only the bus connec-
tions and the power supply and safety related
cables between the Control Unit and the lnter-
face/Auxiliary Cabinet are to be laid, as well as
connections to external modules and parts on
site.
The SaCoSone design is based on high reliable
and approved components as well as modules
specially designed for installation on medium
speed engines . The used components are har-
monized to an homogenously system.
The system has already been tested and param-
eterized in the factory.
SaCoSone Control Unit
The Control Unit is attached to the engine cush-
ioned against any vibration. lt includes two iden-
tical, highly integrated Control Modules: one for
safety functions and the other one for engine
control and alarming.
The modules work independently of each other
and collect engine measuring data by means of
separate sensors.
Figure 3-2 SaCoSone Control Unit
SaCoSone lnjection Unit
The lnjection Unit is attached to the engine
cushioned against any vibration. Depending on
the usage of the engine, it includes one or two
identical, highly integrated lnjection Modules.
The lnjection Module is used for speed control
and for the actuation of the injection valves. For
engines supplied with two modules, the second
one serves as backup and takes over the speed
control and the control of the injection valves
without interruption in case of an error in the first
module.
Figure 3-3 SaCoSone lnjection Unit
Engine automation
K-BA 48/60CR Page 3 - 5
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SaCoSone System Bus
The SaCoSone system bus connects all system
modules. This redundant field bus system pro-
vides the basis of data exchange between the
modules and allows the takeover of redundant
measuring values from other modules in case of
a sensor failure.
SaCoSone is connected to the plant by the Gate-
way Module. This module is equipped with de-
central input and output channels as well as
with different interfaces for connection to the
plant/ship automation, the Remote Operating
Panel and the online service.
Figure 3-4 SaCoSone System Bus
Engine automation
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Local Operating Panel
The engine is equipped with a Local Operating
Panel cushioned against any vibration. This pan-
el is equipped with one or two TFT displays for
visualisation of all engine's operating and meas-
uring data. At the Local Operating Panel, the en-
gine can be fully operated. Additional hardwired
switches are available for relevant functions.
Propulsion engines are equipped with a backup
display as shown on top of the local panel.
Figure 3-5 Local Operating Panel
lnterface Cabinet
The lnterface Cabinet is the interface between
the engine electronics and the plant control. lt is
the central connecting point for electric power
supply to the engine from the plant/vessels
power distribution.
Besides, it connects the engine control system
with the power management, the propulsion
control system and other periphery parts.
The supply of the SaCoSone subsystems is done
by the lnterface Cabinet.
The lnterface Cabinet also includes the starter
for the engine-attached cylinder lube oil pump,
the valve seat lube oil pump and the tempera-
ture control valves.
Figure 3-6 lnterface Cabinet
Engine automation
K-BA 48/60CR Page 3 - 7
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Remote Operating Panel (optionalj
The Remote Operating Panel serves for engine
operation from a control room. The Remote Op-
erating Panel has the same functionality as the
Local Operating Panel.
From this operating device it is possible to
transfer the engine operation functions to a su-
perior automatic system (propulsion control sys-
tem, power managementj.
The panel can be delivered as loose supply for
installation in the control room desk or integrat-
ed in the front door of the lnterface Cabinet.
Figure 3-7 Remote Operating Panel (optionalj
Extension Unit
The Extension Unit provides additional l/O for
the leakage monitoring sensors and the sensors
of the variable valve Timing. The Extension Unit
is directly mounted on the engine.
Figure 3-8 Extension Unit

Engine automation
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Engine automation
3.2 Power supply and distribution
H-BA 48/60CR Page 3 - 9
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The plant has to provide electric power for the
automation and monitoring system. ln general
an uninterrupted 24 v DC power supply is re-
quired for SaCoS
one
.
For marine main engines, an uninterrupted pow-
er supply (UPSj is required which must be pro-
vided by two individual supply networks.
According to classification requirements it must
be designed to guarantee the power supply to
the connected systems for a sufficiently long pe-
riod if both supply networks fail.
Figure 3-9 Supply diagramm

Engine automation
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Required power supplies
voltage Consumer Notes
24 v DC SaCoS
one
All SaCoS
one
components in the lnterface
Cabinet and on the engine.
230 v 50/60 Hz SaCoS
one
lnterface Cabinet Cabinet illumination, socket, anticondensa-
tion heater
440 v 50/60 Hz Consumers on engine Power supply for consumers on engine.
Table 3-1 Required power supplies
Engine automation
3.3 Operation
K-BA 48/60CR Page 3 - 11
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3.3 Operation
Control Station Changeover
The operation and control can be done from
both operating panels. Selection and activation
of the control stations is possible at the Local
Operating Panel. The operating rights can be
handed over from the Remote Operating Panel
to another Remote Operating Panel or to an ex-
ternal
automatic system. A handshake is therefore
necessary. For applications with lntegrated Au-
tomation Systems (lASj also the functionality of
the Remote Operating Panel can be taken over
by the lAS.
Figure 3-10 Control station changeover
On the screen displays, all the measuring points
acquired by means of SaCoS
one
can be shown in
clearly arranged drawings and figures. lt is not
necessary to install additional speed indicators
separately.
Speed setting
ln case of operating with one of the SaCoS
one
panels, the engine speed setting is carried out
manually by a decrease/increase switch button.
lf the operation is controlled by an external sys-
tem, the speed setting can be done either by
means of binary contacts (e.g. for synchronisa-
tionj or by an active 4 - 20 mA analogue signal
alternatively. The signal type for this is to be de-
fined in the project planning period.
Engine automation
3.3 Operation
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Operating modes
For alternator applications:
Droop (5-percent speed increase between
nominal load and no loadj
For propulsion engines:
lsochronous
Master/Slave Operation for operation of two
engines on one gear box
The operating mode is pre-selected via the
SaCoS
one
interface and has to be defined during
the application period.
Details regarding special operating modes on
request.
Engine automation
3.4 Functionality
K-BA 48/60CR Page 3 - 13
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3.4 Functionality
Safety functions
The safety system monitors all operating data of
the engine and initiates the required actions, i.e.
load reduction or engine shut-down, in case the
limit values are exceeded. The safety system is
split in Control Module and Gateway Module.
The Control Module supervises the engine, the
Gateway Module examines all functions relevant
for security of the connected plant components.
The system is designed so as to ensure that the
functions are achieved in accordance with the
classification societies' requirements for marine
main engines.
The safety system directly influences the emer-
gency shut-down and the speed control.
ln addition to the provisions made to permit the
internal initiation of demands, binary and ana-
logue channels have been provided for the initi-
ation of safety functions by external systems.
Load reduction
After the exceeding of certain parameters the
classification societies demand a load reduction
to 60%. The safety system supervises these pa-
rameters and requests a load reduction, if nec-
essary. The load reduction has to be carried out
by an external system (lAS, PMS, PCSj. For
safety reasons, SaCoS
one
will not reduce the
load by itself.
Auto shutdown
Auto shutdown is an engine shutdown initiated
by any automatic supervision of either engine in-
ternal parameters or above mentioned external
control systems. lf an engine shutdown is trig-
gered by the safety system, the emergency stop
signal has an immediate effect on the emergen-
cy shut-down device, and the speed control. At
the same time the emergency stop is triggered,
SaCoS
one
issues a signal resulting in the alterna-
tor switch to be opened.
Emergency stop
Emergency stop is an engine shutdown initiated
by an operators manual action like pressing an
emergency stop button.
Override
During operation, safety actions can be sup-
pressed by the override function for the most
parameters. The override has to be activated
preventively. The scope of parameters prepared
for override are different and depend to the cho-
sen classification society. The availability of the
override function depends on the application.
Alarming
The alarm function of SaCoS
one
supervises all
necessary parameters and generates alarms to
indicate discrepancies when required. The alarm
functions are likewise split in Control Module
and Gateway Module. ln the Gateway Module
the supervision of the connected external sys-
tems occurs. The alarm functions are processed
in an area completely independent of the safety
system area in the Gateway Module.
Self-monitoring
SaCoS
one
carries out independent self-monitor-
ing functions. Thus, for example the connected
sensors are checked constantly on function and
wire break. ln case of a fault SaCoS
one
reports
the occurred malfunctions in single system
components via system alarms.
Speed control
The engine speed control is realized by software
functions of the Control Module and the lnjec-
tion Modules. Engine speed and crankshaft turn
angle indication is carried out by means of re-
dundant pick ups at the camshaft.
Engine automation
3.4 Functionality
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Load distribution - Multi engine and master
slave plants
With electronic governors, the load distribution
is carried by speed droop, isochronously by
loadsharing lines or Master/Slave Operation.
Shut-down
With electronic governors, the shut-down is ef-
fected by an electrical contact.
Load limit curves
Start fuel limiter
Charge-air pressure dependent fuel limiter
Torque limiter
Jump-rate limiter
Notes
ln the case of controllable-pitch propeller units
with combinator mode, the combinator curves
must be sent to MAN Diesel & Turbo in the de-
sign stage for assessment. lf load control sys-
tems of the C.P. propeller supplier are used, the
load control curve is to be sent to MAN Diesel &
Turbo in order to check whether it is below the
load limit curve of the engine.
Overspeed protection
The engine speed is monitored in both Control
Modules independently. ln case of overspeed
each Control Module actuates the shutdown de-
vice by a separate hardware channel.
Shutdown
The engine shutdown, initiated by safety func-
tions and manual emergency stops, is carried
out via solenoid valves and a pneumatic fuel
shut off for common rail pilot fuel, the block and
bleed gas valves and the conventional jerk
pumps.
Control
SaCoS
one
controls all engine-internal functions
as well as external components, for example:
Start/stop sequences
- Demands regarding lube oil and cooling
water pumps.
- Monitoring of the prelubrication and post-
cooling period.
- Monitoring of the acceleration period.
Fuel changeover
- Control of the switch-over from one type
of fuel to another.
- Fuel injection flow is effected by the speed
governor.
Control station switch-over
Switch-over from local operation in the engine
room to remote control from the engine control
room.
External functions:
- Electrical lubricating oil pump
- Electrical driven HT cooling water pump
- Electrical driven LT cooling water pump
- Nozzle cooling water module
- HT preheating unit
- Clutches
The scope of control functions depends on plant
configuration and must be coordinated during
the project engineering phase.
Starters
For engine attached pumps and motors the
starters are installed in the Auxiliary Cabinet.
Starters for external pumps and consumers are
not included in the SaCoS
one
scope of supply in
general.
Engine automation
3.4 Functionality
K-BA 48/60CR Page 3 - 15
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Media Temperature Control
various media flows must be controlled to en-
sure trouble-free engine operation.
The temperature controllers are available as
software functions inside the Gateway Module
of SaCoS
one
. The temperature controllers are
operated by the displays at the operating panels
as far as it is necessary. From the lnterface Cab-
inet the relays actuate the control valves.
- The cylinder cooling water (HTj tempera-
ture control is equipped with perform-
ance-related feed forward control, in order
to guarantee the best control accuracy
possible (please refer also "Section 5.3.1:
Cooling water system diagram, page
5-45"j.
- The low temperature (LTj cooling water
temperature control is prepared analogue
to the HT cooling water temperature con-
trol and can be used if the LT cooling water
system is designed as individual cooling
water system per each engine.
ln case that several engines are operated
with a combined LT cooling water system,
it is necessary to use a external tempera-
ture 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 5-45"j.
- The charge-air temperature control is
identically designed as the HT cooling wa-
ter temperature 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 5-45"j.
- The design of the lube oil temperature
control depends on the engine type. lt is
designed either as a thermostatic valve
(wax-cartridge typej or an electric driven
control valve with electronic control ana-
logue to the HT temperature controller will
be used. Please refer also "Section 5.2.2:
Lube oil system description, page 5-19"j.
Engine automation
3.4 Functionality
Page 3 - 16 48/60CR K-BA
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Engine automation
3.5 lnterfaces
J-BA 48/60CR Page 3 - 17
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3.5 lnterfaces
Data Bus lnterface (Machinery Alarm Systemj
Figure 3-11 Data Bus lnterfaces (Machinery Alarm Sys-
temj
This interface serves for data exchange to ship
alarm systems, lntegrated Automation Systems
(lASj or superior power plant operating systems.
The interface is actuated with MODBUS proto-
col and is available as:
- Ethernet interface (MODBUS over TCPj or
as
- serial interface (MODBUS RTUj RS422/
RS485, Standard 5 wire with electrical iso-
lation (cable length s 100mj.
Only if the Ethernet interface is used, the transfer
of data can be handled with timestamps from
SaCoS
one
.
The status messages, alarms and safety ac-
tions, which are generated in the system, can be
transferred.
All measuring values acquired by SaCoS
one
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
signals for control and safety actions between
SaCoS
one
and the propulsion control system.
Others
ln 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
- clutches
- gearbox
- propulsion control system
On request additional hard wired interfaces can
be provided for special applications.
Cables - Scope of supply
The bus cables between engine and interface
are scope of the MAN Diesel & Turbo supply.
The control cables and power cables are not in-
cluded in the scope of the MAN Diesel & Turbo
supply. This cabling has to be carried out by the
customer.
Engine automation
3.5 lnterfaces
Page 3 - 18 48/60CR J-BA
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Engine automation
3.6 Technical data
C-BB 48/60CR Page 3 - 19
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3.6 Technical data
lnterface Cabinet
Design:
Floor-standing cabinet
Cable entries from below through cabinet
base
Accessible by front doors
Doors with locks
Opening angle: 90
MAN Standard color light grey (RAL7035j
Weight: approx.300 kg
Dimensions: 1200 x 2100 x 400 mm*
* width x height x depth (including basej
Degree of protection: lP54
Environmental Conditions:
Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
vibrations < 0.7 g
Remote Operating Panel (optionalj
Design:
Panel for control desk installation with 3 m
cable to terminal bar for installation inside
control desk
Front color: White aluminium (RAL9006j
Weight: 15 kg
Dimensions: 370 x 480 x 150 mm*
* width x height x depth (including basej
Degree of protection: lP23
Environmental Conditions:
Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
vibrations: < 0.7 g
Engine automation
3.6 Technical data
Page 3 - 20 48/60CR C-BB
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Electrical own consumption
Consumer
Supply system
Notes
Pn (kvAj
Ub
(vj
F
(Hzj
Phase
Fuse/Starter
by yard
SaCoS
one
lnterface Cabinet 0.54 -
0.66
1j
0.65 -
0.77
2j
24 DC +/- 35
aj
40
bj
aj
9L48/60CR.
bj
18v48/60CR
Power supply from ship
battery distribution (two
line redundant power
supplyj
SaCoS
one
lnterface Cabinet 0.25 - 1 400
-
480
50/60 3~ 6A Power supply for con-
sumers on engine
SaCoS
one
lnterface Cabinet 2.7 230 50/60 2~ 16A Cabinet illumination,
socket, anticondensa-
tion heater,temperature
controller incl. regulat-
ing valve drive, for each
temperature control sys-
tem
Table 3-2 Electrical own consumption
Engine automation
3.7 lnstallation requirements
L-BA 48/60CR Page 3 - 21
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Location
The lnterface Cabinet is designed for installation
in non-hazardous areas.
The maximum cable length between the engine
and the lnterface Cabinet is 60 meters.
The cabinet must be installed at a location suit-
able for service inspection.
Do not install the cabinet close to heat-generat-
ing devices.
ln case of installation at walls, the distance be-
tween cabinet and wall has to be at least
100 mm in order to allow air convection.
Regarding the installation in engine rooms, the
cabinet should be supplied with fresh air by the
engine room ventilation through a dedicated
ventilation air pipe near the engine.
Note!
lf the restrictions for ambient temperature can
not be kept, the cabinet must be ordered with an
optional air condition system.
Ambient air conditions
For restrictions of ambient conditions, please re-
fer to the "Section 3.6: Technical data, page
3-19".
Cabling
The interconnection cables between the engine
and the lnterface Cabinet have to be installed
according to the rules of electromagnetic com-
patibility. Control cables and power cables have
to be routed in separate cable ducts.
The cables for the connection of sensors and
actuators which are not mounted on the engine
are not included in the scope of MAN
Diesel &Turbo supply. Shielded cables must be
used for the cabling of sensors. For electrical
noise protection, an electric ground connection
must be made from the cabinet to the hull of the
ship.
All cabling between the lnterface Cabinet and
the controlled device is scope of yard supply.
The cabinets is equipped with spring loaded ter-
minal clamps. All wiring to external systems
should be carried out without conductor
sleeves.
The redundant CAN cables are MAN Diesel &
Turbo scope of supply. lf the customer provides
these cables, the cable must have a character-
istic impedance of 120 O.
Maximum cable length
lnstallation Works
During the installation period the yard has to
protect the cabinet against water, dust and fire.
lt is not allowed to do any welding near the cab-
inets. The cabinets have to be fixed to the floor
by screws.
lf it is inevitable to do welding near the cabinet,
the cabinet and panels have to be protected
against heat, electric current and electromag-
netic influences. To guarantee protection
against current, all of the cabling must be dis-
connected from the affected components.
The installation of additional components inside
the cabinets is only allowed after approval by the
responsible project manager of MAN Diesel &
Turbo only.
Connection max. cable length
Cables between engine and
lnterface Cabinet
60 m
MODBUS cable between lnter-
face Cabinet and ship alarm
system
s 100 m
Cable between lnterface Cabi-
net and Remote Operating Panel
s100 m
Table 3-3 Maximum cable length
Engine automation
Page 3 - 22 48/60CR L-BA
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Engine automation
3.8 Engine-located measuring and control devices
H-BA 48/60CR Page 3 - 23
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Exemplary list for project planning
Engine type: 18v48/60CR
No. Measuring
point
Description Function Measuring
range
Location Connected
to
Depending
on option
Engine speed, turbocharger speed
1.
1SE1004 speed pickup
turbocharger
speed
- 0 - 2667 Hz/
0-20000 rpm
turbo-
charger
Control
Mod-
ule/safety
-
2.
engine speed
camshaft speed
and position
input for CR
0 - 600 rpm
0 - 1200 Hz
camshaft
drive
wheel
Control
Mod-
ule/alarm
-
3.
engine speed
camshaft speed
and position
input CR
0 - 600 rpm
0 - 1200 Hz
camshaft
drive
wheel
Control
Module/
safety
-
Start and stop of engine
4.
1SSv1011 solenoid valve
engine start
actuated during
engine start
- engine Control
Module
/alarm
-
5.
1HZ1012 push button
local emer-
gency stop
emergency stop
from Local Oper-
ating Panel
- Local
Operat-
ing Panel
Control
Module
/safety
-
6.
1SZv1012 solenoid valve manual and auto
emergency shut-
down
- engine Control
Module
/safety
7.
1PS1012 presure switch
emergency
stop air
feedback emer-
gency stop,
startblocking
active
- engine Control
Module
/safety
variable valve Timing
8.
3EM1024A
/B
aj
electric motor
vvT setting row
A/B
variable valve
Timing
- engine vvT cabi-
net
vvT
9.
1GOS1024
A/B
aj
limit switch vvT
part load posi-
tion row A/B,
CS
feedback vvT
part load position
reached
engine cs Extension
Unit
vvT
Table 3-4 Engine-located measuring and control devices (1 of 10j
Engine automation
Page 3 - 24 48/60CR H-BA
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10.
2GOS1024
A/B
*j
limit switch vvT
full load posi-
tion row A/B,
CS
feedback vvT full
load position
reached
engine
ccs
Extension
Unit
vvT
11.
3GOS1024
A/B
*j
limit switch vvT
part load posi-
tion row A/B,
CCS
feedback vvT
part load position
reached
engine
ccs
Extension
Unit
vvT
12.
4GOS1024
A/B
*j
limit switch vvT
full load posi-
tion row A/B,
CCS
feedback vvT full
load position
reached
engine
ccs
Extension
Unit
vvT
13.
1GSv1024
A/B-1
aj
solenoid valve
for activation of
hydraulic valve
vvT position
"part load", row
A/B
activation of
hydraulic valve
vvT
engine Extension
Unit
vvT
14.
1GSv1024
A/B-2
aj
solenoid valve
for deactiva-
tion of hydraulic
valve vvT posi-
tion "part load",
row A/B
deactivation of
hydraulic valve
vvT
engine Extension
Unit
vvT
15.
2GSv1024
A/B-1
aj
solenoid valve
for activation of
hydraulic valve
vvT position
"full load", row
A/B
activation of
hydraulic valve
vvT
engine Extension
Unit
vvT
16.
2GSv1024
A/B-2
aj
solenoid valve
for deactiva-
tion of hydraulic
valve vvT posi-
tion "full load",
row A/B
deactivation of
hydraulic valve
vvT
engine Extension
Unit
vvT
17.
1PT1024A/
B
aj
pressure trans-
mitter vvT
hydraulic sys-
tem "part load",
row A/B
monitoring, alarm engine Extension
Unit
vvT
18.
2PT1024A/
B
aj
pressure trans-
mitter vvT
hydraulic sys-
tem "part load",
row A/B
monitoring, alarm engine Extension
Unit
vvT
No. Measuring
point
range
Location Connected
to
Depending
on option
Engine automation
H-BA 48/60CR Page 3 - 25
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Charge air bypass
19.
1XSv1030 solenoid valve-
charge air blow
off
open at part load
or low speed
- engine Control
Module
/alarm
charge air
bypass
Charge air blow-off
20.
1XSv1031 solenoid valve-
charge air
bypass flap
charge air blow
off at low suc-
tion air tempera-
ture
- engine Control
Module
/alarm
charge air
blow off
Main bearings
21.
xTE1064 temp sensors
main bearings
- - - - main bear-
ing temp
monitoring
xTE1064-1 element 1 of
xTE1064
monitoring, alarm 0 - 120 C engine Control
Module
/alarm
xTE1064
monitoring, load
reduction
0 - 120 C engine Control
Module
/alarm
Turning gear
22.
1GOS1070 limit switch
turning gear
engaged
indication and
start blocking
- engine Control
Module
/alarm
-
Slow turn
23.
M329 for slow
turn
turning engine
with reduced
start air pressure
- engine Control
Module
/alarm
slow turn
24.
M371/2 for
slow turn
turning engine
with reduced
start air pressure
- engine Control
Module
/alarm
slow turn
Jet Assist
25.
for Jet Assist
turbocharger
acceleration by
Jet Assist
- engine Control
Module
/alarm
Jet Assist
Lube oil system
26.
1PT2170 pressure trans-
mitter lube oil
pressure engine
inlet
monitoring, alarm 0 - 10 bar engine Control
Module
/alarm
-
No. Measuring
point
range
Location Connected
to
Depending
on option
Engine automation
Page 3 - 26 48/60CR H-BA
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27.
mitter lube oil
pressure engine
inlet
monitoring, auto
shutdown
0 - 10 bar engine Control
Module
/safety
-
28.
1TE2170 temp sensor
lube oil temp
engine inlet
- - - - -
1TE2170-1 element 1 of
1TE2170
Module
/alarm
1TE2170
monitoring, load
reduction
Module
/safety
29.
1EM2470A
/B
aj
electric motor
cylinder lubri-
cation line A/B
cylinder lubrica-
tion line A/B
- engine lnterface
Cabinet
-
30.
1FE2470A/
B
aj
limit switch
cylinder lubri-
cator line A/B
function control
of cylinder lubri-
cator line A/B
0.1 - 1 Hz engine Control
Module
/alarm
-
31.
1EM2475A
/B
aj
electric motor
valve seat lubri-
cation line A/B
valve seat lubri-
cation line A/B
- engine lnterface
Cabinet
valve seat
lubrication
32.
mitter lube oil
pressure turbo-
charger inlet
monitoring alarm 0 - 6 bar engine Control
Module
/alarm
-
33.
mitter lube oil
pressure turbo-
charger inlet
monitoring,
engine protection
Module
/safety
-
34.
1TE2580 temp sensor
lube oil temp
turbocharger
drain
- - - - -
1TE2580
monitoring alarm 0 - 120 C engine Control
Module
/alarm
-
1TE2580
monitoring, auto
shutdown
Module
/safety
-
Oil mist detection
35.
1QTlA2870 oil mist detec-
tor
oil mist supervi-
sion
- engine - oil mist
detection
No. Measuring
point
range
Location Connected
to
Depending
on option
Engine automation
H-BA 48/60CR Page 3 - 27
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Splash oil
36.
xTE2880 temp sensors
splash oil temp
rod bearings
- - - - -
xTE2880
monitoring,alarm 0 - 120 C engine Control
Module
/alarm
-
xTE2880
monitoring, load
reduction
Module
/safety
-
Cooling water systems
37.
1TE3168 temp sensor HT
water temp
charge air
cooler inlet
for EDS visuali-
sation and con-
trol of preheater
valve
0 - 120 C engine - -
38.
mitter HT cool-
ing water pres-
sure engine
inlet
alarm at low
pressure
0 - 6 bar Local
Operat-
ing Panel
Control
Module
/alarm
-
39.
mitter HT cool-
ing water pres-
sure engine
inlet
detection of low
cooling water
pressure
0 - 6 bar Local
Operat-
ing Panel
Control
Module
/safety
-
40.
1TE3170 temp sensor HT
water temp
engine inlet
alarm, indication 0 - 120 C engine - -

41.
1TE3180 temp sensor
HT water temp
engine outlet
- - - - -
1TE3180
Module
/alarm
1TE3180
monitoring, load
reduction / auto
shutdown
Module
/safety
No. Measuring
point
range
Location Connected
to
Depending
on option
Engine automation
Page 3 - 28 48/60CR H-BA
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42.
mitter nozzle
cooling water
pressure engine
inlet
alarm at low
cooling water
pressure
0 - 10 bar Local
Operat-
ing Panel
Control
Module
/alarm
-
43.
mitter nozzle
cooling water
pressure engine
inlet
alarm at low
cooling water
pressure
0 - 10 bar Local
Operat-
ing Panel
Control
Module
/safety
-
44.
1TE3470 temp sensor
nozzle cooling
water temp
engine inlet
alarm at high
cooling water
temp
0 - 120 C engine - -
45.
mitter LT water
pressure
charge air
cooler inlet
alarm at low
cooling water
pressure
0 - 6 bar Local
Operat-
ing Panel
Control
Module
/alarm
-
46.
mitter LT water
pressure
charge air
cooler inlet
alarm at low
cooling water
pressure
0 - 6 bar Local
Operat-
ing Panel
Control
Module
/alarm
-
47.
1TE4170 temp sensor
LT water temp
charge air
cooler inlet
alarm, indication 0 - 120 C LT pipe
charge air
cooler
inlet of
engine
- -
Fuel system
48.
mitter
fuel pressure
engine inlet
remote indica-
tion and alarm
Module
/alarm
-
49.
mitter
fuel pressure
engine inlet
remote indica-
tion and alarm
Module
/safety
-
50.
1TE5070 temp sensor
fuel temp
engine inlet
alarm at high
temp in MDO-
mode and for
EDS use
0 - 200 C engine - -
51.
1FCv5075A
/B
aj
suction throttle
valve 1 row A/
volume control of
low pressure fuel
- engine lnjection
Module
/CR
-
No. Measuring
point
range
Location Connected
to
Depending
on option
Engine automation
H-BA 48/60CR Page 3 - 29
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52.
2FCv5075A
/B
aj
suction throttle
valve 2 row A/B
volume control of
low pressure fuel
- engine lnjection
Module/CR
-
53.
3FCv5075A
/B
aj
suction throttle
valve 3 row A/B
volume control of
low pressure fuel
- engine lnjection
Module/CR
-
54.
1PT5076A/
B
aj
pressure trans-
mitter rail pres-
sure row A/B
pressure of high
pressure fuel
system common
rail
0 - 2000 bar engine lnjection
Module/CR
-
55.
2PT5076A/
B
aj
pressure trans-
mitter rail pres-
sure row A/B
pressure of high
pressure fuel
system common
rail
0 - 2000 bar engine lnjection
Module/CR
-
56.
1LS5076A/
B
aj
level switchfuel
level in rail leak-
age monitoring
tank row A/B
rail leakage
detection, alarm
- rail leak-
age mon-
itoring
tank
Control
Module
/alarm
-
57.
1LS5077A/
B
aj
level switch rail
segment 1A/B
rail leakage
detection cylin-
ders 1,2A/B
- rail seg-
ment
1A/B
Extension
Unit
-
58.
2LS5077A/
B
aj
level switch rail
segment 2A/B
rail leakage
detection cylin-
ders 3,4A/B
- rail seg-
ment
2A/B
Extension
Unit
-
59.
3LS5077A/
B
aj
level switchrail
segment 3A/B
rail leakage
detection cylin-
ders 5,6A/B
- rail seg-
ment
3A/B
Extension
Unit
-
60.
4LS5077A/
B
aj
level switchrail
segment 4A/B
rail leakage
detection cylin-
ders 7,8A/B
- rail seg-
ment
4A/B
Extension
Unit
-
61.
5LS5077A/
B
aj
level switch rail
segment 5A/B
rail leakage
detection cylin-
ders 9A/B
- rail seg-
ment
5A/B
Extension
Unit
-
62.
xFSv5078A
/B
aj
valve group
for fuel injection
cyl. xA/B
fuel injection cyl-
inder x row A/B
- engine lnjection
Module
/CR
-
63.
1TE5080A/
B
aj
double temp
sensor fuel
temp after
flushing valve
A/B
- - - - -
1TE5080A/
B-1
element 1 of
1TE5080A/B
remote indica-
tion and alarm
0 - 200C engine Extension
Unit
No. Measuring
point
range
Location Connected
to
Depending
on option
Engine automation
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64.
1LS5080A/
B
aj
level switch
pump- and
nozzle leakage
ow A/B
leakage detec-
tion, alarm
- fuel leak-
age mon-
itoring
tank
FSH-001
Control
Module
/alarm
-
65.
2LS5080A/
B
aj
level switch
dirty oil leak-
age, pump
bank CS row
A/B
leakage detec-
tion, alarm
- dirty oil
leakage
tank
Control
Module
/alarm
-
66.
3LS5080A/
B
aj
level switch
dirty oil leak-
age, pump
bank CCS row
A/B
leakage detec-
tion, alarm
- dirty oil
leakage
tank
Control
Module
/alarm
-
67.
1FSv5080A
/B
aj
flushing valve unloading of
common rail high
pressure fuel
system A/2
- engine emergency
stop valve
1SZv1012
-
68.
1TE5081A/
B
aj
temp sensor
fuel temp after
safety valve
A/B
- - - - -
1TE5080A/
B-1
element 1 of
1TE5080A/B
remote indica-
tion and alarm
0 - 200C engine leakage
monitoring
box
69.
1PZv5081 pressure relief
valve
mechanical limi-
tation of rail pres-
sure
- engine - -
Charge air system
70.
mitter
intake air pres-
sure
for EDS visuali-
sation
-20...+20 mbar tc-
silencer
between
filter and
silencer
Control
Module
/alarm
-
71.
1TE6100 temp sensor
intake air temp
temp input for
charge air blow-
off and EDS visu-
alisation
0 - 120 C intake air
duct of
engine
- -
72.
1TE6170A/
B
aj
temp sensor
charge air temp
charge air
cooler A/B inlet
for EDS visuali-
sation
0 - 300 C engine - -
No. Measuring
point
range
Location Connected
to
Depending
on option
Engine automation
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73.
1PT6180A/
B
aj
pressure trans-
mitter
charge air pres-
sure before cyl-
inders row A/B
engine control 0 - 6 bar engine Control
Module
/alarm
-
74.
2PT6180A/
B
aj
pressure trans-
mitter
charge air pres-
sure before cyl-
inders
for EDS visuali-
sation
Module
/alarm
-
75.
1TE6180A/
B
aj
temp sensor
charge air temp
after charge air
cooler
alarm at high
temp
0 - 120 C engine - -
76.
mitter
cooling air
pressure tc inlet
monitoring of
cooling air flow
for turbine disc
cooling
Module
/alarm
turbine disc
cooling
Exhaust gas system
77.
1XSv6570 solenoid valve
for waste gate
exhaust gas blow
off when tc-
speed high
- engine Control
Module
/alarm
waste gate
78.
xTE6570A/
B
aj
double thermo-
couples
exhaust gas
temp cylinders
x A/B
- - - - -
xTE6570A/
B-1
element 1 of
xTE6570A/B
Module
/alarm
xTE6570A/
B-2
element 2 of
xTE6570A/B
monitoring, load
reduction
Module
/safety
79.
1TE6575 double thermo-
couple exhaust
gas temp
before turbo-
charger
- - - - -
1TE6575
Module
/alarm
1TE6575
monitoring, load
reduction
Module
/safety
No. Measuring
point
range
Location Connected
to
Depending
on option
Engine automation
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80.
1TE6580A/
B
aj
double thermo-
couple exhaust
gas temp
before turbo-
charger
- - - - -
1TE6580A/
B-1
element 1 of
1TE6580A/B
indication 0 - 800 C engine Control
Module
/alarm
1TE6580A/B
indication 0 - 800 C engine Control
Module
/safety
Control air, start air, stop air
81.
mitter starting
air pressure
engine control,
remote indication
Module
/alarm
-
82.
mitter starting
air pressure
engine control,
remote indication
Module
/safety
-
83.
mitter emer-
gency stop air
pressure
alarm at low air
pressure
Module
/alarm
-
84.
mitter emer-
gency stop air
pressure
alarm at low air
pressure
Module
/safety
-
85.
mitter control
air pressure
remote indication 0 - 10 bar engine Control
Module
/alarm
-
86.
mitter control
air pressure
remote indication 0 - 10 bar engine Control
Module
/safety
-
aj
A-sensors: all engines; B-sensors: v-engines only.
No. Measuring
point
range
Location Connected
to
Depending
on option
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4 Specification for engine supplies
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Specification for engine supplies
4.1.1 lntake air
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4.1 Explanatory notes for operating supplies
Temperatures and pressures stated in section
"Planning data for emission standard
lMO Tier ll" must be considered.
4.1.1 lntake air
The quality of the intake air as stated in the rele-
vant sections has to be ensured.
4.1.2 Fuel
The engine is designed for operation with HFO,
MDO and MGO in the qualities quoted in the rel-
evant chapters.
The following notes concerning this must al-
ways be observed:
Engine operation with DMA-grade fuel (MGOj,
viscosity > 2 cst at 40 C
Aj Short-term operation, max. 72 hours
ln several regions it is prescribed to use distil-
lates for operation of the engines when entering
their territorial waters.
Engines that are normally operated with heavy
fuel, can also be operated with marine gas oil
(MGO, in accordance with lSO 8217-F-DMAj for
short periods.
Boundary conditions:
Fuel in accordance with lSO 8217-F-DMA
and a viscosity of > 2 cSt at 40 C
MGO-operation maximum 72 hours within a
two week period (cumulative with distribution
as requiredj
Fuel oil cooler switched on and fuel oil tem-
perature before engine s 45 C
Bj Long-term (> 72hj or continuous operation
For long-term (> 72hj or continuous operation
with DMA-grade fuel (MGOj, viscosity > 2 cst at
40 C, special engine- and plant-related plan-
ning prerequisites must be set and special ac-
tions are necessary during operation.
Following features are required on engine side:
lnlet valve lubrication with possibility to be
turned off and on manually
ln case of conventional injection system, in-
jection pumps with sealing oil system, which
can be activated and cut off manually, are
necessary
Following features are required on plant side:
Layout of fuel system to be adapted for low-
viscosity fuel (capacity and design of fuel
supply and booster pumpj
Cooler layout in fuel system for a fuel oil tem-
perature before engine of s 45 C
Nozzle cooling system with possibility to be
turned off and on during engine operation
4.1.3 Engine cooling water
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Boundary conditions for operation:
Fuel in accordance with lSO 8217-F-DMA
and a viscosity of > 2 cSt at 40 C
Fuel oil cooler activated and fuel oil tempera-
ture before engine s 45 C
lnlet valve lubrication turned on
ln case of conventional injection system,
sealing oil of injection pumps activated
Nozzle cooling system switched off
Continuous operation with DMA-grade fuel
(MGOj:
Lube oil for diesel operation (BN10-BN16j
has to be used
Operation with heavy fuel oil of a sulphur con-
tent of < 1,5 %
Previous experience with stationary engines us-
ing heavy fuel of a sulphur content of < 1 % or
even 0.2 % does not show any restriction in the
utilisation of these fuels, provided that the com-
bustion properties are not affected negatively.
This may well change if in the future new meth-
ods are developed to produce low sulphur-con-
taining heavy fuels.
lf it is intended to run continuously with low sul-
phur-containing heavy fuel, lube oil with a low
BN (BN30j has to be used. This is needed, in
spite of experiences that engines has been proven
to be very robust regard to the continuous usage of
the standard lubrication oil (BN40) for this purpose.
4.1.3 Engine cooling water
The quality of the engine cooling water required
in relevant section has to be ensured.
4.1.4 Lubricating oil
Selection of the lubricating oil must be in ac-
cordance with the relevant chapters.
The lubricating oil must always match the worst
fuel oil quality. A base number (BNj that is too
low is critical.
A base number that is too high is, however, not
optimum (costs, sedimentationj, but is not con-
sidered critical.
lf, 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.
4.2 Specification for lubricating oil (SAE 40j for operation with marine gas oil, diesel oil (MGO/MDOj
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4.2 Specification for lubricating oil (SAE 40j for operation with
marine gas oil, diesel oil (MGO/MDOj and bio-fuels
General
The specific output achieved by modern diesel
engines combined with the use of fuels that sat-
isfy the quality requirements more and more fre-
quently increase the demands on the
performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oilsj have a proven
track record as lubricants for the drive, cylinder,
turbocharger and cooling the piston. Doped lu-
bricating oils contain additives that, among oth-
er things, ensure dirt holding capability, clean
the engine and the neutralise the acidic prod-
ucts of combustion.
Only lubricating oils that have been approved by
MAN Diesel & Turbo may be used (see
"Table 4-3: Lubricating oils approved for use in
MAN Diesel & Turbo four-stroke Diesel engines
that run on gas oil and diesel fuel"j.
Specifications
Base oil
The base oil (doped lubricating oil = base oil +
additivesj must have a narrow distillation range
and be refined using modern methods. lf it con-
tains paraffins, they must not impair the thermal
stability or oxidation stability.
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 - - ldeally paraffin based
Low-temperature behaviour, still
flowable
C
ASTM D 2500 -15
Flash point (Clevelandj ASTM D 92 > 200
Ash content (oxide ashj
Weight %
ASTM D 482 < 0.02
Coke residue (according to Con-
radsonj
ASTM D 189 < 0.50
Ageing tendency following 100
hours of heating up to 135 C
-
MAN ageing
oven
1j
1j
Works' own method.
-
lnsoluble n-heptane
Weight %
ASTM D 4055
or DlN 51592
< 0.2
Evaporation loss - < 2
Spot test (filter paperj
-
MAN Diesel &
Turbo test
Precipitation of resins or asphalt-like age-
ing products must not be identifiable.
Table 4-1 Base oils - Target values
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Doped lubricating oils (HD oilsj
The base oil to which the additives have been
added (doped lubricating oilj must have the fol-
lowing properties:
Additives
The additives must be dissolved in the oil and
their composition must ensure that as little ash
as possible remains following combustion.
The ash must be soft. lf this prerequisite is not
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
casing. Hard additive ash promotes pitting of the
valve seats and causes the valves to burn out, it
also increases mechanical wear of the cylinder
liners.
Additives must not increase the rate at which the
filter elements in the active or used condition are
blocked.
Washing ability
The washing ability must be high enough to pre-
vent the accumulation of tar and coke residue as
a result of fuel combustion.
Dispersibility
The selected dispersibility must be such that
commercially-available lubricating oil cleaning
systems can remove harmful contaminants from
the oil used, i. e. the oil must possess good fil-
tering properties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896j
must be high enough to neutralise the acidic
products produced during combustion. The re-
action time of the additive must be harmonised
with the process in the combustion chamber.
Evaporation tendency
The evaporation tendency must be as low as
possible as otherwise the oil consumption will
be adversely affected.
Additional requirements
The lubricating oil must not contain viscosity in-
dex improver. Fresh oil must not contain water or
other contaminants.
Lube oil selection
Doped oil quality
We recommend doped lubricating oils (HD oilsj
according to international specifications MlL-L
2104 or APl-CD with a base number of BN
10 - 16 mg KOH/g. Military specification O-278
lubricating oils can be used.
The operating conditions of the engine and the
quality of the fuel determine which additive frac-
tions the lubricating oil contains. lf marine diesel
oil with a sulphur content of up to 2.0 % by
weight according to lSO-F-DMC and coke resi-
dues of up to 2.5 % by weight is used, you
should choose a base number of roughly 20.
However, the operating results that ensure the
most efficient engine operation ultimately de-
cide the additive content.
Cylinder lubricating oil
ln engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lu-
bricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory
according to the quality of the fuel to be used
and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricat-
ing circuit as specified above.
Speed controller
Multigrade oil 5W40 should ideally be used in
mechanical-hydraulic controllers with a sepa-
rate oil sump. lf this oil is not available when fill-
ing, 15W40 oil can be used instead in
exceptional cases. ln this case, it makes no dif-
Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF
40
Table 4-2 viscosity (SAE classj of lubricating oils
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ference whether synthetic or mineral-based oils
are used.
The military specification for these oils is O-236.
Experience with the L27/38 engine has shown
that the operating temperature of the Woodward
controller OG10MAS and corresponding actua-
tor for UG723+ can be higher than 93 C. ln
these cases we recommend using a synthetic oil
such as Castrol Alphasyn HG150. Engines sup-
plied after March 2005 are already filled with this
oil.
Lubricating oil additives
The use of other additives with the lubricating
oil, or the mixing of different brands (oils by dif-
ferent manufacturersj, is not permitted as this
may impair the performance of the existing ad-
ditives which have been carefully harmonised
with each another and also specifically tailored
to the base oil.
Selection of lubricating oils/warranty
The majority of mineral oil companies are in
close regular contact with engine manufacturers
and can therefore provide information on which
oil in their specific product range has been ap-
proved by the engine manufacturer for the par-
ticular application. lrrespective of the above,
lubricating oil manufacturers are liable in any
case for the quality and characteristics of their
products. lf you have any questions, we will be
happy to provide you with further information.
Oil during operation
There are no prescribed oil change intervals for
MAN Diesel & Turbo medium speed engines.
The oil properties must be regularly analysed.
The oil can be used for as long as the oil proper-
ties remain within the defined limit values (see
"Table 4-4: Limit values for used lubricating oil"j.
An oil sample must be analysed every 1 - 3
months (see maintenance schedulej. An oil sam-
ple must be analysed every 1 - 3 months (see
maintenance schedulej. The quality of the oil
can only be maintained if it is cleaned using suit-
able equipment (e. g. a separator or filterj.
Temporary operation with gas oil
Due to current and future emission regulations,
heavy fuel oil cannot be used in designated re-
gions. Low-sulphur diesel fuel must be used in
these regions instead.
lf the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which
is suitable for HFO operation (BN 30 - 55 mg
KOH/gj can be used during this period.
lf the engine is operated provisionally with low-
sulphur diesel fuel for more than 1000 h and is
subsequently operated once again with HFO, a
lubricating oil with a BN of 20 must be used. lf
the BN 20 lubricating oil by the same manufac-
turer as the lubricating oil used for HFO opera-
tion with higher BN (40 or 50j, an oil change will
not be required when effecting the changeover.
lt will be sufficient to use BN 20 oil when replen-
ishing the used lubricating oil.
lf you wish to operate the engine with HFO once
again, it will be necessary to change over in
good time to a lubricating oil with a higher BN
(30 - 55j. lf the lubricating oil with higher BN is
by the same manufacturer as the BN 20 lubricat-
ing oil, the changeover can also be effected
without an oil change. ln doing so, the lubricat-
ing oil with higher BN (30 - 55j must be used to
replenish the used lubricating oil roughly 2
weeks prior to resuming HFO operation.
Test
We can analyse heavy fuel oil for customers at
our laboratory. A 0.5 l sample is required for the
test.
lmproper handling of fuels
lf fuels are improperly handled, this can pose a
danger to health, safety and the environment.
The relevant safety information by the fuel sup-
plier must be observed.
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Note!
MAN Diesel & Turbo SE does not assume liabil-
ity for problems that occur when using these
oils.
Approved lubricating oils SAE 40
Manufacturer Base number
10 - 16
1j
[mgKOH/g|
1j
lf marine diesel oil with a low quality (lSO-F-DMCj is
used, a base number (BNj of roughly 20 should be used.
AGlP Cladium 120-SAE 40
Sigma S SAE 40
2j
2j
With a sulphur content of less than 1 %.
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEvRON Texaco
(Texaco, Caltexj
Taro 12 XD 40
Delo 1000 Marine SAE 40
Delo SHP 40
EXXON MOBlL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
2j
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius FB40
2j
Sirius/Rimula X40
2j
STATOlL MarWay 1540
MarWay 1040
TOTAL LUBMARlNE 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
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Limit value Method
viscosity at 40 C 110 - 220 mm
2
/s lSO 3104 or ASTM D445
Base number (BNj min. 50 % of fresh oil lSO 3771
Flash Point (PMj min. 185 C lSO 2719
Water content max. 0.2 % (max. 0.5 % for a brief periodsj lSO 3733 or ASTM D 1744
n-heptan insoluble max. 1.5 % DlN 51592 or lP 316
Metal content depends on engine type and operating condi-
tions
-
Guide value only
Fe
Cr
Cu
Pb
Sn
Al
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
-
When operating with
biofuels:
biofuel fraction
max. 12%
FT-lR
Table 4-4 Limit values for used lubricating oil
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4.3 Specification for lubricating oil (SAE 40j for operation on heavy fuel oil (HFOj
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4.3 Specification for lubricating oil (SAE 40j for operation on
heavy fuel oil (HFOj
General
The specific output achieved by modern diesel
engines combined with the use of fuels that sat-
isfy the quality requirements more and more fre-
quently increase the demands on the
performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven
track record as lubricants for the moving parts
and turbocharger cylinder and for cooling the
pistons. Lubricating oils of medium alkalinity
contain additives that, in addition to other prop-
erties, ensure a higher neutralisation reserve
than with fully doped engine oils (HD oilsj.
lnternational specifications do not exist for me-
dium alkalinity lubricating oils. A test operation is
therefore necessary for a corresponding period
in accordance with the manufacturer's instruc-
tions.
Only lubricating oils that have been approved by
MAN Diesel & Turbo may be used (see
"Table 4-9: Approved lubricating oils for heavy
fuel oil - Operated MAN Diesel & Turbo four-
stroke engines"j.
Specifications
Base oil
The base oil (doped lubricating oil = base oil +
additivesj must have a narrow distillation range
and be refined using modern methods. lf it con-
tains paraffins, they must not impair the thermal
stability or oxidation stability.
The base oil must comply with the limit values
(see "Table 4-5: Base oils - Target values"j, par-
ticularly in terms of its resistance to ageing.

Properties/characteristics Unit Test method Limit values
Make-up - - ldeally paraffin based
Low-temperature behaviour, still
flowable
C
ASTM D 2500 -15
Flash point (Clevelandj ASTM D 92 > 200
Ash content (oxidised ashj
Weight %
ASTM D 482 < 0.02
Coke residue (according to Con-
radsonj
ASTM D 189 < 0.50
Ageing tendency following 100
hours of heating up to 135 C
-
MAN ageing
oven
1j
1j
Works' own method.
-
lnsoluble n-heptane
Weight %
ASTM D 4055 or
DlN 51592
< 0.2
Evaporation loss - < 2
Spot test (filter paperj
-
MAN Diesel &
Turbo test
Precipitation of resins or asphalt-like ageing
products must not be identifiable.
Table 4-5 Base oils - Target values
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Medium alkalinity lubricating oil
The prepared oil (base oil with additivesj must
have the following properties:
Additives
The additives must be dissolved in the oil and
their composition must ensure that as little ash
as possible is left over, even if the engine is pro-
visionally operated with distillate oil.
The ash must be soft. lf this prerequisite is not
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
casing. Hard additive ash promotes pitting of the
valve seats and causes the valves to burn out, it
also increases mechanical wear of the cylinder
liners.
Additives must not increase the rate at which the
filter elements in the active or used condition are
blocked.
Washing ability
The washing ability must be high enough to pre-
vent the accumulation of tar and coke residue as
a result of fuel combustion. The lubricating oil
must not absorb the deposits produced by the
fuel.
Dispersibility
The selected dispersibility must be such that
commercially-available lubricating oil cleaning
systems can remove harmful contaminants from
the oil used, i. e. the oil must possess good fil-
tering properties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896j
must be high enough to neutralise the acidic
products produced during combustion. The re-
action 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 conditions".
Evaporation tendency
The evaporation tendency must be as low as
possible as otherwise the oil consumption will
be adversely affected.
Additional requirements
The lubricating oil must not contain viscosity in-
dex improver. Fresh oil must not contain water or
other contaminants.
Lube oil selection
Neutralisation properties (BNj
Lubricating oils with medium alkalinity and a
range of neutralisation capabilities (BNj are
available on the market. According to current
knowledge, a relationship can be established
between the anticipated operating conditions
and the BN number (see "Table 4-7: Base
number to be used for various operating condi-
tions"j. However, the operating results are still
the overriding factor in determining which BN
number produces the most efficient engine op-
eration.
Engine SAE
class
16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF
40
Table 4-6 viscosity (SAE classj of lubricating oils
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Operation with low-sulphur fuel
To comply with the emissions regulations, the
sulphur content of fuels used nowadays varies.
Fuels with a low-sulphur content must be used
in environmentally-sensitive areas (SECAj. Fuels
with a high sulphur content may be used outside
SECA zones. ln this case, the BN number of the
lubricating oil selected must satisfy the require-
ments for operation using fuel with a high-sul-
phur content. A lubricating oil with low BN
number may only be selected if fuel with a low-
sulphur content is used exclusively during oper-
ation.
However, the results obtained in practise that
demonstrate the most efficient engine operation
are the factor that ultimately decides which ad-
ditive fraction is permitted.
Cylinder lubricating oil
ln engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lu-
bricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory
according to the quality of the fuel to be used
and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricat-
ing circuit as specified above.
Speed controller
Multigrade oil 5W40 should ideally be used in
mechanical-hydraulic controllers with a sepa-
rate oil sump. lf this oil is not available when fill-
ing, 15W40 oil can be used instead in
exceptional cases. ln this case, it makes no dif-
ference whether synthetic or mineral-based oils
are used.
The military specification for these oils is
O-236.
Lubricating oil additives
The use of other additives with the lubricating
oil, or the mixing of different brands (oils by dif-
ferent manufacturersj, is not permitted as this
may impair the performance of the existing ad-
ditives which have been carefully harmonised
with each another and also specifically tailored
to the base oil.
Selection of lubricating oils/warranty
The majority of mineral oil companies are in
close regular contact with engine manufacturers
and can therefore provide information on which
oil in their specific product range has been ap-
proved by the engine manufacturer for the par-
ticular application. lrrespective of the above,
lubricating oil manufacturers are liable in any
case for the quality and characteristics of their
Approx. BN of fresh oil
(mg KOH/g oilj
Engines/Operating conditions
20 Marine diesel oil (MDOj with a lower quality (lSO-F-DMCj or heavy fuel oil with a sulphur con-
tent of less than 0.5 %.
30 Generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating condi-
tions. 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 corre-
sponding requirements in relation to the oil service life and washing ability exist.
ln 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 insuffi-
cient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil con-
sumptionj.
Table 4-7 Base number to be used for various operating conditions
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products. lf you have any questions, we will be
happy to provide you with further information.
Oil during operation
There are no prescribed oil change intervals for
MAN Diesel & Turbo medium speed engines.
The oil properties must be regularly analysed.
The oil can be used for as long as the oil proper-
ties remain within the defined limit values (see
"Table 4-8: Limit values for used lubricating oil"j.
An oil sample must be analysed every 1 - 3
months (see maintenance schedulej. An oil sam-
ple must be analysed every 1 - 3 months (see
maintenance schedulej. The quality of the oil
can only be maintained if it is cleaned using suit-
able equipment (e.g. a separator or filterj.
Temporary operation with gas oil
Due to current and future emission regulations,
heavy fuel oil cannot be used in designated re-
gions. Low-sulphur diesel fuel must be used in
these regions instead.
lf the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which
is suitable for HFO operation (BN 30 - 55 mg
KOH/gj can be used during this period.
lf the engine is operated provisionally with low-
sulphur diesel fuel for more than 1000 h and is
subsequently operated once again with HFO, a
lubricating oil with a BN of 20 must be used. lf
the BN 20 lubricating oil by the same manufac-
turer as the lubricating oil used for HFO opera-
tion with higher BN (40 or 50j, an oil change will
not be required when effecting the changeover.
lt will be sufficient to use BN 20 oil when replen-
ishing the used lubricating oil.
lf you wish to operate the engine with HFO once
again, it will be necessary to change over in
good time to a lubricating oil with a higher BN
(30 - 55j. lf the lubricating oil with higher BN is
by the same manufacturer as the BN 20 lubricat-
ing oil, the changeover can also be effected
without an oil change. ln doing so, the lubricat-
ing oil with higher BN (30 - 55j must be used to
replenish the used lubricating oil roughly 2
weeks prior to resuming HFO operation.
Limit value Method
viscosity at 40 C 110 - 220 mm
2
/s lSO 3104 or ASTM D 445
Base number (BNj min. 50 % of fresh oil lSO 3771
Flash Point (PMj min. 185 C lSO 2719
Water content max. 0.2 % (max. 0.5 % for brief periodsj lSO 3733 or ASTM D 1744
n-heptan insoluble max. 1.5 % DlN 51592 or lP 316
Metal content Dependent on engine type and operating
condition
-
Only for guidance
Fe
Cr
Cu
Pb
Sn
Al
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
-
Table 4-8 Limit values for used lubricating oil
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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
AGlP - Cladium 300 Cladium 400 -
BP Energol lC-HFX
204
Energol lC-HFX
304
Energol lC-HFX
404
Energol lC-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
(Texaco, Caltexj
Taro 20DP40
Taro 20DP40X
Taro 30DP40
Taro 30DP40X
Taro 40XL40
Taro 40XL40X
Taro 50XL40
Taro 50XL40X
EXXON MOBlL
-
Mobilgard M430
Exxmar 30 TP 40
Mobilgard M440
Exxmar 40 TP 40
Mobilgard M50
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
TOTAL LUBMARlNE
-
Aurelia XL 4030
Aurelia Tl 4030
Aurelia XL 4040
Aurelia Tl 4040
Aurelia XL 4055
Aurelia Tl 4055
Note!
MAN Diesel & Turbo SE will 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
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4.4 Specification for gas oil/diesel oil (MGOj
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Diesel oil
Other designations
Gas oil, marine gas oil (MGOj, diesel oil
Gas oil is a crude oil medium distillate and must
therefore not contain any residual materials.
The suitability of the fuel depends on whether it
has the properties defined in this specification
(based on its composition in the as-delivered
statej.
The DlN EN 590 and lSO 8217-2010 (Class DMA
or Class DMZj and standards have been exten-
sively used as the basis when defining these
properties. The properties correspond to the
test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 C
kg/m
3
lSO 3675
> 820.0
s 890.0
Kinematic viscosity at 40 C
mm
2
/s (cStj lSO 3104
> 2
s 6.0
Filterability
1j
in summer and
in winter C
DlN EN 116
s 0
s -12
Flash point in enclosed crucible lSO 2719 > 60
Distillation range up to 350 C volume % lSO 3405 > 85
Sediment content (extraction methodj weight % lSO 3735 s 0.01
Water content volume % lSO 3733 s 0.05
Sulphur content
weight %
lSO 8754 s 1.5
Ash lSO 6245 s 0.01
Coke residue (MCRj lSO CD 10370 s 0.10
Hydrogen sulphide mg/kg lP 570 < 2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m
3
lSO 12205 < 25
Lubricity
(wear scar diameterj
m lSO 12156-1 < 520
Table 4-10 Diesel fuel (MGOj - Properties that must be complied with (1 of 2j

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Additional information
Use of diesel oil
lf distillate intended for use as heating oil is used
with stationary engines instead of diesel oil (EL
heating oil according to DlN 51603 or Fuel no. 1
or no. 2 according to ASTM D 396j, the ignition
behaviour, stability and behaviour at low tem-
peratures must be ensured; in other words the
requirements for the filterability and cetane
number must be satisfied.
viscosity
To ensure sufficient lubrication, a minimum vis-
cosity must be ensured at the fuel delivery
pump. The maximum temperature required to
ensure that a viscosity of more than 1.9 mm
2
/s
is maintained upstream of the fuel delivery pump
depends on the viscosity of the fuel. ln any case
the temperature of the fuel upstream of the in-
jection pump must not exceed 45 C.
Lubricity
The lubricity of diesel fuel is normally sufficient.
The desulphurisation of diesel fuels can reduce
their lubricity. lf the sulphur content is extremely
low (< 500 ppm or 0.05 %j, the lubricity may no
longer be sufficient. Before using diesel fuels
with low sulphur content, you should therefore
ensure that their lubricity is sufficient. This is the
case if the lubricity as specified in lSO 12156-1
does not exceed 520 m.
You can ensure that these conditions will be met
by using motor vehicle diesel fuel in accordance
with EN 590 as this characteristic value is an in-
tegral part of the specification.
Analyses
We can analyse fuel for customers at our labora-
tory. A 0.5 l sample is required for the test.
Cetane number or cetane index - lSO 5165 > 40
Copper strip test - lSO 2160 s 1
Other specifications:
British Standard BS MA 100-1987 - - M1
ASTM D 975 - - 1D/2D
1j
The process for determining the filterability in accordance with DlN EN 116 is similar to the process for determining the
cloud point in accordance with lSO 3015.
Properties Unit Test procedure Typical value
Table 4-10 Diesel fuel (MGOj - Properties that must be complied with (2 of 2j
4.5 Specification for bio-fuel
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Biofuel
Other designations
Biodiesel, FAME, vegetable oil, rapeseed oil,
palm oil, frying fat
Origin
Biofuel is derived from oil plants or old cooking
oil.
Provision
Transesterified and non-transesterified vegeta-
ble oils can be used.
Transesterified biofuels (biodiesel, FAMEj must
comply with the standard EN 14214.
Non-transesterificated biofuels must comply
with the specifications listed in "Table 4-11:
Non-transesterified bio-fuel - Specifications".
These specifications are based on experience to
date. As this experience is limited, these must
be regarded as recommended specifications
that can be adapted if necessary. lf future expe-
rience shows that these specifications are too
strict, or not strict enough, they can be modified
accordingly to ensure safe and reliable opera-
tion.
When operating with bio-fuels, a lubricating oil
that would also be suitable for operation with
diesel oil (see "Section: Specification of engine
supplies - Specification for lubricating oil (SAE
40j for operation with marine gas oil, diesel oil
(MGO/MDOj and bio-fuels" j must be used.
Properties/Characteristics
Unit Test method
Density at 15 C 900 - 930 kg/m
3
DlN EN lSO 3675, EN lSO 12185
Flash point > 60 C DlN EN 22719
Lower calorific value > 35 MJ/kg (typical: 37 MJ/kgj DlN 51900-3
viscosity/50 C < 40 cSt (corresponds to
viscosityj/40 C < 60 cSt
DlN EN lSO 3104
Cetane number > 40 FlA
Coke residue < 0.4 % DlN EN lSO 10370
Sediment content < 200 ppm DlN EN 12662
Oxidation stability (110 Cj > 5 h lSO 6886
Phosphorous content < 15 ppm ASTM D 3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01 % DlN EN lSO 6245
Water content < 0.5 % EN lSO 12537
Lodine number < 125 g/100 g DlN EN 14111
TAN (total acid numberj < 5 mg KOH/g DlN EN lSO 660
Filtrability < 10 C below the lowest temper-
ature in the fuel system
EN 116
Table 4-11 Non-transesterified bio-fuel - Specifications
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Analyses
4.6 Specification for marine diesel oil (MDOj
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Marine diesel oil
Other designations
Marine diesel oil, marine diesel fuel
Origin
Marine diesel oil (MDOj is supplied as heavy dis-
tillate (designation lSO-F-DMBj exclusively for
marine applications. MDO is manufactured from
crude oil and must be free of organic acids and
non-mineral oil products.
Specification
The suitability of a fuel depends on the design of
the engine and the available cleaning options as
well as compliance with the properties in the fol-
lowing table that refer to the as-delivered condi-
tion of the fuel.
The properties are essentially defined using the
lSO 8217-2010 standards as the basis. The
properties have been specified using the stated
test procedures.
Properties Unit Test procedure Designation
lSO-F specification - - DMB
Density at 15 C kg/m
3
lSO 3675 < 900
Kinematic viscosity at 40 C
mm
2
/s = cSt lSO 3104
> 2.0
< 11
Pour Point, winter quality
C
lSO 3016
< 0
Pour Point, summer quality < 6
Flash point (Pensky Martensj lSO 2719 > 60
Total sediment fraction weight % lSO CD 10307 0.10
Water content volume % lSO 3733 < 0.3
Sulphur content
weight %
lSO 8754 < 2.0
Ash content lSO 6245 < 0.01
Carbon residue (MCRj lSO CD 10370 < 0.30
Cetane number - lSO 5165 > 35
Hydrogen sulphide mg/kg lP 570 < 2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m
3
lSO 12205 < 25
Lubricity
(wear scar diameterj
m lSO 12156-1 < 520
Copper strip test - lSO 2160 < 1
Other specifications:
British Standard BS MA 100-1987 - - Class M2
ASTM D 975 - - 2D
ASTM D 396 - - No. 2
Table 4-12 Marine diesel oil (MDOj - Key properties to be adhered to

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During transshipment and transfer, MDO is han-
dled in the same manner as residual oil. This
means that it is possible for the oil to be mixed
with high-viscosity fuel or heavy fuel oil - with
the remnants of these types of fuels in the bun-
ker ship, for example - that could significantly
impair the properties of the oil.
The lubricity of diesel fuel is normally sufficient.
The desulphurisation of diesel fuels can reduce
their lubricity. lf the sulphur content is extremely
low (< 500 ppm or 0.05%j, the lubricity may no
longer be sufficient. Before using diesel fuels
with low sulphur content, you should therefore
ensure that their lubricity is sufficient. This is the
case if the lubricity as specified in lSO 12156-1
does not exceed 520 m.
The fuel must be free of lubricating oil (ULO
(used lubricating oil, old oiljj. Fuel is considered
as contaminated with lubricating oil when the
following concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm
and P > 15 ppm.
The pour point specifies the temperature at
which the oil no longer flows. The lowest tem-
perature of the fuel in the system should be
roughly 10 C above the pour point to ensure
that the required pumping characteristics are
maintained.
A minimum viscosity must be observed to en-
sure sufficient lubrication in the fuel pump. The
temperature of the fuel must therefore not ex-
ceed 45 C.
Seawater causes the fuel system to corrode and
also leads to hot corrosion of the exhaust valves
and turbocharger. Seawater also causes insuffi-
cient atomisation and therefore poor mixture for-
mation accompanied by a high proportion of
combustion residues.
Solid foreign matter increase mechanical wear
and formation of ash in the cylinder space.
We recommend the installation of a separator
upstream of the fuel filter. Separation tempera-
ture 40 - 50 C. Most solid particles (sand, rust
and catalyst particlesj and water can be re-
moved, and the cleaning intervals of the filter el-
ements can be extended considerably.
Analyses

4.7 Specification for heavy fuel oil (HFOj
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Prerequisites
MAN four-stroke diesel engines can be operated
with any heavy fuel oil obtained from crude oil
that also satisfies the requirements in
"Table 4-13: The fuel specifications and corre-
sponding characteristics for heavy fuel oil" pro-
viding the engine and fuel processing system
have been designed accordingly. To ensure that
the relationship between the cost of fuel, spare
parts and repair and maintenance expenditure
remains favourable at all times, the following
points should be observed.
Heavy fuel oil (HFOj
Origin/Refinery process
The quality of the heavy fuel oil largely depends
on the quality of the crude oil and also the refin-
ing process used. This is why the properties of
heavy fuel oils with the same viscosity can vary
considerably depending on the bunker posi-
tions. Heavy fuel oil is normally a mixture of re-
sidual oil and distillates. The components of the
mixture are normally obtained from modern re-
finery processes, such as Catcracker or vis-
breaker. These processes can adversely affect
the stability of the fuel as well as its ignition and
combustion properties. The processing of the
heavy fuel oil and the operating result of the en-
gine also depend heavily on these factors.
Bunker positions with standardised heavy fuel
oil qualities should preferably be used. lf oils
need to be purchased from independent deal-
ers, also ensure that these also comply with the
international specifications. The engine operator
is responsible for ensuring that suitable heavy
fuel oils are chosen.
Specifications
Fuels that are intended for use in an engine must
satisfy the specifications to ensure sufficient
quality. The limit values for heavy fuel oils are
specified in "Table 4-13: The fuel specifications
and corresponding characteristics for heavy fuel
oil".
The entries in the last column of "Table 4-13:
The fuel specifications and corresponding char-
acteristics for heavy fuel oil" provide important
background information and must therefore be
observed.
Different international specifications exist for
heavy fuel oils. The most important specifica-
tions are lSO 8217-2010 and ClMAC-2003.
These two specifications are more or less equiv-
alent. "Figure 4-1: lSO 8217-2010 specification
for heavy fuel oil" and "Figure 4-2: lSO 8217-
2010 specification for heavy fuel oil (continuedj"
show the lSO 8217 specification. All qualities in
these specifications up to RMK700 can be used,
provided the fuel system has been designed for
these fuels. Heavy fuel oils with a maximum den-
sity of 1,010 kg/m3 can only be used if modern
separators are installed.
lmportant
Even if the fuel characteristics listed in the table
entitled "The fuel specification and correspond-
ing characteristics for heavy fuel oil" satisfy the
above requirements, this information may still
not be enough to determine the ignition and
combustion characteristics, and also stability, of
the fuel. This means that the operating perform-
ance of the engine may depend on characteris-
tics that are not defined in the specification. This
particularly applies for the tendency of the oil to
form deposits in the combustion chamber, fuel
injection system, gas channels and exhaust gas
system. A number of fuels have a tendency to-
wards incompatibility with lubricating oil which
leads to deposits being formed in the fuel deliv-
ery pump that can block the pumps. lt may
therefore be necessary to avoid using specific
potentially problematic fuels.
Blends
The addition of engine oils (old lubricating oil,
ULO (used lubricating oiljj and additives that
have not been manufactured from mineral oils,
(coal-tar oil, for examplej, and residual products
of chemical or other processes such as solvents
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(polymers or chemical wastej is not permitted.
Some of the reasons for this are as follows:
abrasive and corrosive effects, unfavourable
combustion characteristics, poor compatibility
with mineral oils and, last but not least, adverse
effects on the environment. The order for the fuel
must expressly state what is not permitted as
the fuel specifications that generally apply do
not include this limitation.
lf engine oils (old lubricating oil, ULO -used lubri-
cating oilj are added to fuel, this does pose par-
ticular danger as the additives in the lubricating
oil act as emulsifiers that cause dirt, water and
catfines to be transported as fine suspension.
They therefore prevent the necessary cleaning
of the fuel. ln our experience (and this has also
been the experience of other manufacturersj,
this can severely damage the engine and turbo-
charger components.
The addition of chemical waste products (sol-
vents, for examplej to the fuel is prohibited for
environmental protection reasons according to
the resolution of the lMO Marine Environment
Protection Committee passed on 1st January
1992.
Leaked oil collector
Leak oil collectors that act as receptacles for
leak oil, and also return and overflow pipes in the
lube oil system, must not be connected to the
fuel tank. Leak oil pipes should be emptied in
sludge tanks.
viscosity
(at 50 Cj
mm
2
/s
(cStj
max.
700 "Paragraph: viscosity/injection viscosity, page
4-28"
viscosity
(at 100 Cj
55 "Paragraph: viscosity/injection viscosity, page
4-28"
Density
(at 15 Cj
g/ml
1,010 "Paragraph: Heavy fuel oil processing, page 4-28"
Flash point
C
max. 60 "Paragraph: Flash point (ASTM D 93j, page 4-30"
Pour point
(summerj
max.
30 "Paragraph: Low temperature behaviour
(ASTM D 97j, page 4-30", "Paragraph: Pump char-
acteristics, page 4-31"
Pour point (winterj 30 "Paragraph: Low temperature behaviour
(ASTM D 97j, page 4-30", "Paragraph: Pump char-
acteristics, page 4-31"
Carbon residues
(Conradsonj
Weight
%
max.
20 "Paragraph: Combustion properties, page 4-31"
Sulphur content 5 or
legal require-
ments
"Paragraph: Sulphuric acid corrosion, page 4-33"
Ash
content
0.15 "Paragraph: Heavy fuel oil processing, page 4-28"
vanadium content mg/kg 450 "Paragraph: Heavy fuel oil processing, page 4-28"
Water
content
volume
%
0.5 "Paragraph: Heavy fuel oil processing, page 4-28"
Sediment (potentialj Weight
%
0.1 -
Table 4-13 The fuel specifications and corresponding characteristics for heavy fuel oil (1 of 2j
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Aluminium and sili-
cium content (totalj
mg/kg
max.
60 "Paragraph: Heavy fuel oil processing, page 4-28"
Total acid number mg
KOH/g
2.5 -
Hydrogen sulphide mg/kg 2 -
Used lubricating oil
(ULOj
mg/kg
- The fuel must be free of lubricating oil (ULO (used
lubricating oil, old oiljj. 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
residue (accord-
ing to Conrad-
sonj
"Paragraph: Combustion properties, page 4-31"
Sodium content
mg/kg
Sodium< 1/3
vanadium,
sodium< 100
"Paragraph: Heavy fuel oil processing, page 4-28"
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
lt must also be free of tar oil and lubricating oil (old oilj, and also chemical waste products such as solvents or
polymers.
Table 4-13 The fuel specifications and corresponding characteristics for heavy fuel oil (2 of 2j
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Figure 4-1 lSO 8217-2010 specification for heavy fuel oil
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Figure 4-2 lSO 8217-2010 specification for heavy fuel oil (continuedj
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The purpose of the following information is to
show the relationship between the quality of
heavy fuel oil, heavy fuel oil processing, engine
operation and operating results more clearly.
Selection of heavy fuel oil
Economic operation with heavy fuel oil within
the limit values (see "Table 4-13: The fuel spec-
ifications and corresponding characteristics for
heavy fuel oil"j is possible under normal operat-
ing conditions, provided the system is working
properly and regular maintenance is carried out.
lf these requirements are not satisfied, shorter
maintenance intervals, higher wear and a great-
er need for spare parts is to be expected. The re-
quired maintenance intervals and operating
results determine which quality of heavy fuel oil
should be used.
lt is an established fact that the price advantage
decreases as viscosity increases. lt is therefore
not always economical to use the fuel with the
highest viscosity as in many cases the quality of
this fuel will not be the best.
viscosity/injection viscosity
Heavy fuel oils with a high viscosity may be of an
inferior quality. The maximum permissible vis-
cosity depends on the preheating system in-
stalled and the capacity (flow ratej of the
separator.
The prescribed injection viscosity of
12 - 14 mm
2
/s (for GenSets, 23/30H and
28/32H: 12 - 8 cStj and corresponding fuel tem-
perature upstream of the engine must be ob-
served. This is the only way to ensure efficient
atomisation and mixture formation and therefore
low-residue combustion. This also prevents me-
chanical overloading of the injection system. For
the prescribed injection viscosity and/or re-
quired fuel oil temperature upstream of the en-
gine, refer to the viscosity temperature diagram.
Heavy fuel oil processing
Whether or not problems occur when the engine
is in operation depends on how carefully the
heavy fuel oil has been processed. Particular
care should be taken to ensure that highly-abra-
sive inorganic foreign matter (catalyst particles,
rust, sandj are effectively removed. Experience
in practise has shown that wear as a result of
abrasion in the engine increases considerably if
the aluminium and silicium content is higher
than 15 mg/kg.
viscosity and density influence the cleaning ef-
fect. This must be taken into account when de-
signing and making adjustments to the cleaning
system.
Settling tank
The heavy fuel oil is pre-cleaned in the settling
tank. The longer the fuel remains in the tank and
the lower the viscosity of the heavy fuel oil is, the
more effective the pre-cleaning process will be
(maximum preheating temperature of 75 C to
prevent asphalt forming in the heavy fuel oilj. A
settling tank is sufficient for heavy fuel oils with
a viscosity of less than 380 mm
2
/s at 50 C. lf
the heavy fuel oil has a high concentration of for-
eign matter or if fuels in accordance with
lSO-F-RMG 380/500/700 or RMK 380/500/700
are to be used, two settling tanks will be required
one of which must be sized for 24-hour opera-
tion. Before the content is moved to the service
tank, water and sludge must be drained from the
settling tank.
Separators
A separator is particularly suitable for separating
material with a higher specific density - water,
foreign matter and sludge, for example. The
separators must be self-cleaning (i. e. the clean-
ing intervals must be triggered automaticallyj.
Only separators in the new generation may be
used. They are extremely effective throughout a
wide density range with no changeover required
and can separate water from heavy fuel oils with
a density of up to 1.01 g/ml at 15 C.
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For the prerequisites that must be met by the
separator "Table 4-14: Obtainable contents of
foreign matter and water (after separationj".
These limit values are used by manufacturers as
the basis for dimensioning the separator and en-
sure compliance.
The manufacturer's specifications must be com-
plied with to maximise the cleaning effect.

The separators must be arranged according to
the manufacturers' current recommendations
(AlphaLaval and Westfaliaj. The density and vis-
cosity of the heavy fuel oil in particular must be
taken into account. lf separators by other man-
ufacturers are used, MAN Diesel & Turbo should
be consulted.
lf processing is carried out in accordance with
the MAN Diesel & Turbo specifications and the
correct separators are chosen, it may be as-
sumed that the results (see "Table 4-14: Obtain-
able contents of foreign matter and water (after
separationj"j for inorganic foreign matter and
water in the heavy fuel oil will be achieved at the
engine inlet.
Results obtained during operation in practise
show that the wear the occurs as a result of
abrasion in the injection system and the engine
will remain within acceptable limits if these val-
ues are complied with. ln addition, optimum lu-
bricating oil treatment must be ensured.
Application in ships and
stationary use: parallel in-
stallation
1 Separator for 100 % flow
rate
1 Separator (reservej for
100 % flow rate
Figure 4-3 Heavy fuel oil cleaning/separator arrangement
Definition Particle size Quantity
lnorganic foreign matter
including catalyst particles
< 5 m < 20 mg/kg
Al+Si content - < 15 mg/kg
Water content - < 0.2 % by volume %
Table 4-14 Obtainable contents of foreign matter and water (after separationj
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Water
lt is particularly important to ensure that the wa-
ter separation process is as thorough as possi-
ble as the water is present in the form of large
droplets, and not as a finely distributed emul-
sion. ln this form, water also promotes corrosion
and sludge formation in the fuel system and
therefore impairs the supply, atomisation and
combustion of the heavy fuel oil. lf the water ab-
sorbed in the fuel is seawater, harmful sodium
chloride and other salts dissolved in this water
will enter the engine.
The sludge containing water must be removed
from the settling tank before the separation
process starts, and must also be removed from
the service tank at regular intervals. The tank's
ventilation system must be designed in such a
way that condensate cannot flow back into the
tank.
vanadium/sodium
lf the vanadium/sodium ratio is unfavourable,
the melting point of the heavy fuel oil ash may
fall in the operating range of the exhaust-gas
valve which can lead to high-temperature corro-
sion. Most of the water and water-soluble sodi-
um compounds it contains can be removed by
pre-cleaning the heavy fuel oil in the settling tank
and in the separators.
The risk of high-temperature corrosion is low if
the sodium content is one third of the vanadium
content or less. lt must also be ensured that so-
dium does not enter the engine in the form of
seawater in the intake air.
lf the sodium content is higher than 100 mg/kg,
this is likely to result in a higher quantity of salt
deposits in the combustion chamber and ex-
haust gas system. This will impair the function of
the engine (including the suction function of the
turbochargerj.
Under certain conditions, high-temperature cor-
rosion can be prevented by using a fuel additive
that increases the melting point of the heavy fuel
oil ash(see "Paragraph: Additives to heavy fuel
oils, page 4-33"j.
Ash
Fuel ash consists for the greater part of vanadi-
um oxide and nickel sulphate (see "Paragraph:
vanadium/sodium, page 4-30"j. Heavy fuel oils
that produce a high quantity of ash in the form of
foreign matter, e. g. sand, corrosion compounds
and catalyst particles, accelerate mechanical
wear in the engine. Catalyst particles produced
as a result of the catalytic cracking process may
be present in heavy fuel oils. ln most cases,
these are aluminium silicate particles that cause
a high degree of wear in the injection system and
the engine. The aluminium content determined,
multiplied by a factor of between 5 and 8 (de-
pending on the catalytic bondj, is roughly the
same as the proportion of catalyst remnants in
the heavy fuel oil.
Homogeniser
lf a homogeniser is used, it must never be in-
stalled between the settling tank and separator
as otherwise it will not be possible to ensure sat-
isfactory separation of harmful contaminants,
particularly seawater.
Flash point (ASTM D 93j
National and international transportation and
storage regulations governing the use of fuels
must be complied with in relation to the flash
point. ln general, a flash point of above 60 C is
prescribed for diesel engine fuels.
Low temperature behaviour (ASTM D 97j
The pour point is the temperature at which the
fuel is no longer flowable (pumpablej. As the
pour point of many low-viscosity heavy fuel oils
is higher than 0 C, the bunker facility must be
preheated, unless fuel in accordance with RMA
or RMB is used. The entire bunker facility must
be designed in such a way that the heavy fuel oil
can be preheated to around 10 C above the
pour point.
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Pump characteristics
lf the viscosity of the fuel is higher than
1000 mm
2
/s (cSTj, or the temperature is not at
least 10 C above the pour point, pumping prob-
lems will occur. For further information see "Par-
agraph: Low temperature behaviour
(ASTM D 97j, page 4-30".
Combustion properties
lf the proportion of asphalt is more than two
thirds of the coke residue (Conradsonj, combus-
tion may be delayed which in turn may increase
the formation of combustion residues, leading to
such as deposits on and in the injection nozzles,
large amounts of smoke, low output, increased
fuel consumption and a rapid rise in ignition
pressure as well as combustion close to the cyl-
inder wall (thermal overloading of lubricating oil
filmj. lf the ratio of asphalt to coke residues
reaches the limit 0.66, and if the asphalt content
exceeds 8 %, the risk of deposits forming in the
combustion chamber and injection system is
higher. These problems can also occur when us-
ing unstable heavy fuel oils, or if incompatible
heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see "Para-
graph: Compatibility, page 4-33"j.
lgnition quality
Nowadays, to achieve the prescribed reference
viscosity, cracking-process products are used
as the low viscosity ingredients of heavy fuel oils
although the ignition characteristics of these oils
may also be poor. The cetane number of these
compounds should be < 35. lf the proportion of
aromatic hydrocarbons is high (more than
35 %j, this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ig-
nition characteristics is longer and combustion
is also delayed which can lead to thermal over-
loading of the oil film at the cylinder liner and
also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the
cylinder are also influenced by the end temper-
ature and compression pressure, i. e. by the
compression ratio, the charge-air pressure and
charge-air temperature.
The disadvantages of using fuels with poor igni-
tion characteristics can be limited by preheating
the charge air in partial load operation and re-
ducing 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 the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most decisive
properties of the fuel. This value does not ap-
pear in the international specifications because
a standardised testing method has only recently
become available and not enough experience
has been gathered at this point to determine lim-
it values. The parameters, such as the calculat-
ed carbon aromaticity index (CCAlj, are
therefore aids derived from quantifiable fuel
properties. We have established that this meth-
od is suitable for determining the approximate
ignition quality of the heavy fuel oil used.
A testing instrument has been developed based
on the constant volume combustion method (fu-
el combustion analyser FCAj and is currently be-
ing tested by a series of testing laboratories. The
instrument measures the ignition delay to deter-
mine the ignition quality of a fuel and the meas-
urement obtained is converted into an
instrument specific cetane number (FlA-CN or
ECj. lt has been established that in some cases
heavy fuel oils with a low FlA cetane number or
ECN number can cause operating problems.
As the liquid components of the heavy fuel oil
decisively influence its ignition quality, flow
properties and combustion quality, the bunker
operator is responsible for ensuring that the
quality of heavy fuel oil delivered is suitable for
the diesel engine (see "Figure 4-4: Nomogram
for the determination of CCAl - Assignment of
CCAl ranges to engine types"j.
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Figure 4-4 Nomogram for the determination of CCAl - Assignment of CCAl ranges to engine types
The CCAl can be calculated using the following formula:
CCAl = D - 141 log log (v + 0.85j - 81
Legend
v viscosity mm/s (cStj at 50 C
D Density [kg/m| at 15 C
CCAl Calculated carbon aromaticity index
A Normal operating conditions
B Problems may occur
C Problems that have been identified may lead to engine damage, even after a short period of operation.
1 Engine type
2 The CCAl is obtained from the straight line through the density and viscosity of the heavy fuel oils.
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Sulphuric acid corrosion
The engine should be operated at the cooling
water temperatures prescribed in the operating
handbook for the relevant load. lf the tempera-
ture of the components that are exposed to
acidic combustion products is below the acid
dew point, acid corrosion can no longer be ef-
fectively prevented, even if alkaline lubricating
oil is used.
The BN values specified in "Section: "Specifica-
tion for lubricating oil (SAE 40j for operation on
heavy fuel oil (HFOj" are sufficient, providing the
quality of lubricating oil and engine's cooling
system satisfy the requirements.
Compatibility
The supplier must guarantee that the heavy fuel
oil is homogeneous and remains stable, even
once the standard storage period has elapsed. lf
different bunker oils are mixed, this can lead to
separation and associated sludge formation in
the fuel system during which large quantities of
sludge accumulate in the separator that block
filters, prevent atomisation and a large amount
of residue as a result of combustion.
This is due to incompatibility or instability of the
oils. As much of the heavy fuel oil in the storage
tank as possible should therefore be removed
before bunkering again to prevent incompatibil-
ity.
Blending heavy fuel oil
lf heavy fuel oil for the main engine is blended
with gas oil (MGOj to obtain the required quality
or viscosity of heavy fuel oil, it is extremely im-
portant that the components of these oils are
compatible (see "Paragraph: Compatibility,
page 4-33"j.
Additives to heavy fuel oils
MAN Diesel & Turbo engines can be operated
economically without additives. lt is up to the
customer to decide whether or not the use of
additives is beneficial. The supplier of the addi-
tive must guarantee that the engine operation
will not be impaired by using the product.
The use of heavy fuel oil additives during the
warranty period must be avoided as a basic
principle.
Additives that are currently used for diesel en-
gines, as well as their probable effects on the
engine's operation "Table 4-15: Additives to
heavy fuel oils - Classification/ effects", togeth-
er with their supposed effect on engine opera-
tion.
Heavy fuel oils with low sulphur content
From the point of view of an engine manufactur-
er, a lower limit for the sulphur content of heavy
fuel oils does not exist. We have not identified
any problems attributable to sulphur content in
the low-sulphur heavy fuel oils currently availa-
ble on the market. This situation may change in
future if new methods are used for the produc-
tion of low-sulphur heavy fuel oil (desulphurisa-
tion, new blending componentsj. MAN Diesel &
Turbo will monitor developments and inform its
customers if required.
lf the engine is not always operated with low-
sulphur heavy fuel oil, a corresponding lubricat-
ing oil for the fuel with the highest sulphur con-
tent must be selected.
Precombustion
additives
Dispersing agents/stabilisers
Emulsion breakers
Biocides
Combustion
additives
Combustion catalysts (fuel sav-
ings, emissionsj
Post-combustion
additives
Ash modifier (hot corrosionj
Soot removers (exhaust-gas sys-
temj
Table 4-15 Additives to heavy fuel oils - Classification/
effects
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Tests
Sampling
To check whether the specification provided
and/or the necessary delivery conditions are
complied with, we recommend you retain at
least one sample of every bunker oil (at least for
the duration of the engine's warranty periodj. 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. Sample Tec" by MarTec in
Hamburg is a suitable testing 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 departmentj will be
pleased to provide further information on re-
quest.
4.8 viscosity-temperature diagram (vT diagramj
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Explanations of viscosity-temperature diagram
Figure 4-5 viscosity-temperature diagram (vT diagramj
ln 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 mm
2
/s
(cStj applies for 40 and 50 C.
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Determining the viscosity-temperature curve
and the required preheating temperature
Example: Heavy fuel oil of 180 mm
2
/s at 50 C.
A heavy fuel oil with a viscosity of 180 mm
2
/s at
50 C can reach a viscosity of 1000 mm
2
/s at
24 C (line ej - this is the maximum permissible
viscosity at which the pump can still deliver the
fuel.
When the last preheating appliance is a state-of-
the-art appliance with 8 bar saturated steam,
this achieves a heavy fuel oil temperature of
152 C. At high temperatures there is a danger
of deposits forming in the preheating system -
that could reduce the heating output and lead
to thermal overloading of the heavy fuel oil. ln
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 mm
2
/s for heavy fuel oils with a reference vis-
cosity of 700 mm
2
/s at 50 C (the maximum vis-
cosity as defined in the international
specifications such as lSO ClMAC or British
Standardj. lf the heavy fuel oil being used has a
lower reference viscosity, the injection viscosity
should ideally be 12 mm
2
/s to improve the at-
omisation 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 mm
2
/s. The pour point of the heavy fuel oil
determines whether or not it can be pumped.
The engineering design of the bunker system
must allow for the heavy fuel oil to be heated up
to a temperature wich is roughly 10 C higher
than the pour point.
Note!
The viscosity of gas oil or diesel fuel(marine die-
sel oilj upstream of the engine must be at least
1.9 mm
2
/s. lf the viscosity is too low, this may
cause seizing of the pump plunger or nozzle
needle valves as a result of insufficient lubrica-
tion.
This can be avoided by monitoring the tempera-
ture of the fuel. Although the maximum permis-
sible temperature depends on the viscosity of
the fuel, it must never exceed the following val-
ues:
45 C at the most with DMA and DMB
60 C at the most with RMA
A fuel cooler must therefore be installed.
For operation with special fuels (not according
to lSO8217-2010j like "Arctic Diesel" or "DMX"
consult the technical service of MAN Diesel &
Turbo in Augsburg. ln this case, please provide
exact fuel specification.
Prescribed injection vis-
cosity in mm
2
/s
Required temperature
of heavy fuel oil at
engine inlet
1j
in C
1j
The drop in temperature between the last preheating
appliance and the fuel injection pump is not taken into
account in these figures.
> 12 126 (line cj
s 14 119 (line dj
Table 4-16 Determination of the viscosity-temperature
curve and the preheating temperature
4.9 Specification for engine cooling water
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Preliminary remarks
As is also the case with the fuel and lubricating
oil, the engine cooling water must be carefully
selected, handled and checked. lf this is not the
case, corrosion, erosion and cavitation may oc-
cur at the walls of the cooling system and de-
posits may form. Deposits obstruct the transfer
of heat and can cause thermal overloading of
the cooled parts. The system must be treated
with rust inhibitor before bringing it into opera-
tion for the first time. The concentrations pre-
scribed by the engine manufacturer must always
be observed during subsequent operation. The
above especially applies if a chemical additive is
added.
Requirements
Limiting values
The properties of the untreated cooling water
must correspond to the following limit values:
Test equipment
The MAN Diesel & Turbo water testing equip-
ment incorporates devices that determine the
water properties referred to above in a straight-
forward manner. The manufacturers of rust in-
hibitors also supply user-friendly testing
equipment. For information on monitoring cool-
ing water, see "Section 4.10: Cooling water in-
specting, page 4-45".
Distillate
lf distilled water (from a fresh water alternator,
for examplej or fully desalinated water (from ion
exchange or reverse osmosisj is available, this
should ideally be used as the engine cooling wa-
ter. These waters are free of lime and salts which
means that deposits that could interfere with the
transfer of heat to the cooling water, and there-
fore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than
normal hard water as the thin film of lime scale
that would otherwise provide temporary corro-
sion protection does not form on the walls. This
is why distilled water must be handled particu-
larly carefully and the concentration of the addi-
tive must be regularly checked.
Hardness
The total hardness of the water is the combined
effect of the temporary and permanent hard-
ness. The proportion of calcium and magnesium
salts is of overriding importance. The temporary
hardness is determined by the carbonate con-
tent of the calcium and magnesium salts. The
permanent hardness is determined by the
amount of remaining calcium and magnesium
salts (sulphatesj. The temporary (carbonatej
hardness is the critical factor that determines
the extent of limescale deposits in the cooling
system. Water with a total hardness of > 10 dH
must be mixed with distilled water or softened.
Subsequent hardening of extremely soft water is
only necessary to prevent foaming if emulsifia-
ble slushing oils are used.
Properties/
characteristic
Properties Unit
Water type Distillate or fresh water, free
of foreign matter.
The following are prohib-
ited: Seawater, brackwater,
river water, brines, industrial
waste water and rainwater.
-
Total hardness max. 10 dH
1j
1j
1 dH (German hardnessj:
10 mg CaO in 1 litre of water
17.9 mg CaCO
3
/l
0.357 mval/l
0.179 mmol/l
pH value 6.5 - 8 -
Chloride ion
content
max. 50 mg/l
2j
2j
1 mg/l = 1 ppm
Table 4-17 Cooling water - Properties to be observed
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Damage to the cooling water system
Corrosion
Corrosion is an electrochemical process that
can generally be avoided by selecting the cor-
rect water quality and by carefully handling the
water in the engine cooling system.
Flow cavitation
Flow cavitation can occur in areas in which high
flow velocities and high turbulence is present. lf
the steam pressure is reached, steam bubbles
form and subsequently collapse in high pressure
zones which causes the destruction of materials
in constricted areas.
Erosion
Erosion is a mechanical process accompanied
by material abrasion and the destruction of pro-
tective films by solids that have been drawn in,
particularly in areas with high flow velocities or
strong turbulence.
Stress corrosion cracking
Stress corrosion cracking is a failure mechanism
that occurs as a result of simultaneous dynamic
and corrosive stress. This can lead to cracking
and rapid crack propagation in water-cooled,
mechanically-loaded components if the cooling
water has not been treated correctly.
Processing of the engine cooling water
Formation of a protective film
The purpose of treating the engine cooling water
using rust inhibitors is to produce a continuous
protective film on the walls of cooling surfaces
and therefore prevent the damage referred to
above. ln order for a rust inhibitor to be 100 %
effective, it is extremely important that untreated
water satisfies the requirements in "Paragraph:
Requirements, page 4-37".
Protective films can be formed by treating the
cooling water with a chemical or an emulsifiable
slushing oil.
Emulsifiable slushing oils are used less and less
frequently as their use has been considerably re-
stricted by environmental protection regulations
and also because are rarely available from sup-
pliers for this and other reasons.
Treatment prior to initial start-up of engine
Treatment with a rust inhibitor should be carried
out before the engine is brought into operation
for the first time to prevent irreparable initial
damage.
Warning!
The engine must not be brought into operation
without treating the cooling water first.
Additives for cooling water
Only the additives approved by MAN Diesel &
Turbo and listed in the "Table 4-18: Chemical
additives containing nitrite" up to "Table 4-21:
Anti-freeze agents with slushing properties"
may be used.
Required approval
A cooling water additive can only be approved if
it has been tested and approved according to
the current regulations of the research associa-
tion for combustion engines in Germany (Fvv =
Forschungsvereinigung fr verbrennungskraft-
maschinenj entitled "Testing the suitability of
cooling water additives for cooling liquids in in-
ternal combustion engines". The test report
must be obtainable on request. The relevant
tests can be carried out on request in Germany
at the staatliche Materialprfanstalt (Federal ln-
stitute for Materials Research and Testingj,
Abteilung Oberflchentechnik (Surface Technol-
ogy Divisionj, Grafenstrae 2 in D-64283 Darm-
stadt.
Once the cooling water additive has been tested
by the Fvv, the engine must be tested in the sec-
ond step before the final approval is granted.
Only in closed circuits
Additives may only be used in closed circuits
where no significant consumption occurs, apart
from leakage or evaporation losses.
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Chemical additives
Sodium nitrite and sodium borate based addi-
tives etc. have a proven track record. Galva-
nised iron pipes or zinc sacrificial anodes must
not be used in cooling systems. This corrosion
protection is not required due to the prescribed
cooling water treatment and electrochemical
potential reversal can occur due to the cooling
water temperatures which are normally present
in engines nowadays. lf necessary, the pipes
must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with
added slushing ingredients. A thin film of oil
forms on the walls of the cooling system. This
prevents corrosion without interfering with the
transfer of heat and also prevents limescale de-
posits on the walls of the cooling system.
The significance of emulsifiable slushing oils is
fading. Oil-based emulsions are rarely used
nowadays for environmental protection reasons
and also because stability problems are known
to occur in emulsions.
Anti-freeze agents
lf temperatures below the freezing point of water
in the engine cannot be excluded, an anti-freeze
solution that also prevents corrosion must be
added to the cooling system or corresponding
parts. Otherwise the entire system must be
heated. (Military specification: Sy-7025j.
Sufficient corrosion protection can be provided
by adding the products listed in the "Table 4-21:
Anti-freeze agents with slushing properties"
while observing the prescribed concentration.
This concentration prevents freezing at temper-
atures down to -22 C. However, the quantity of
anti-freeze agent actually required always de-
pends on the lowest temperatures that are to be
expected at the place of use.
Anti-freeze solutions are generally ethylene gly-
col-based. A suitable chemical anticorrosive
agent must be added if the concentration of the
anti-freeze solution prescribed by the user for a
specific application does not provide an appro-
priate level of corrosion protection, or if the con-
centration of anti-freeze solution used is lower
due to less stringent frost protection require-
ments and does not provide an appropriate level
of corrosion protection. For information on the
compatibility of the anti-freeze solution with the
anticorrosive agent and the required concentra-
tions, contact the manufacturer. The chemical
additives listed in the "Table 4-18: Chemical ad-
ditives containing nitrite" which are known to be
compatible with ethylene-glycol based anti-
freeze solutions. Anti-freeze solutions may only
be mixed with one another with the consent of
the manufacturer, even if these solutions have
the same composition.
Before an anti-freeze agent is used, the cooling
system must be thoroughly cleaned.
lf the cooling water contains an emulsifiable
slushing oil, anti-freeze solution must not be
added as otherwise the emulsion would break
up and oil sludge would form in the cooling sys-
tem.
Observe the applicable environmental protec-
tion regulations when disposing of cooling water
containing additives. For more information, con-
sult the supplier of the additive.
Biocides
lf you cannot avoid using a biocide because the
cooling water has been contaminated by bacte-
ria, observe the following steps:
You must ensure that the biocide to be used
is suitable for the specific application.
The biocide must be compatible with the
sealing materials used in the cooling water
system and must not react with these.
The biocide and its decomposition products
must not contain corrosion-promoting com-
ponents. Biocides whose decomposition
products contain chloride or sulphate ions
are not permitted.
Biocides that cause foaming of the cooling
water are not permitted.
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Prerequisite for effective use of a rust inhibitor
Clean cooling system
As contamination significantly reduces the ef-
fectiveness of the additive, the tanks, pipes,
coolers and other parts outside the engine must
be free of rust and other deposits before the en-
gine is started up for the first time and after re-
pairs are carried out on the pipe system. The
entire system must therefore be cleaned with the
engine switched off using a suitable cleaning
agent (see "Section 4.11: Cooling water system
cleaning, page 4-47"j.
Loose solid matter in particular must be re-
moved by flushing the system thoroughly as
otherwise erosion may occur in locations where
the flow velocity is high.
The cleaning agents must not corrode the seals
and materials of the cooling system. ln most
cases, the supplier of the cooling water additive
will be able to carry out this work and, if this is
not possible, will at least be able to provide suit-
able products to do this. lf this work is carried
out by the engine operator, he should use the
services of a specialist supplier of cleaning
agents. The cooling system must be flushed
thoroughly following cleaning. Once this has
been done, the engine cooling water must be
treated immediately with a rust inhibitor. Once
the engine has been brought back into opera-
tion, the cleaned system must be checked for
leakages.
Regular checks of the cooling water condition
and cooling water system
Treated cooling water may become contaminat-
ed when the engine is in operation which causes
the additive to loose some of its effectiveness. lt
is therefore advisable to regularly check the
cooling system and the condition of the cooling
water.
The additive concentration must be checked at
least once a week using the test kits specified by
the manufacturer. The results must be docu-
mented.
Note!
The chemical additive concentrations must not
fall below the minimum concentrations specified
in the "Table 4-18: Chemical additives contain-
ing nitrite".
Excessively low concentrations can promote
corrosion and must be avoided. lf the concen-
tration is slightly above the recommended con-
centration this will not result in damage.
Concentrations which are more than twice the
recommended concentration should be avoid-
ed.
A cooling water sample must be sent to an inde-
pendent laboratory or the engine manufacturer
every 2 - 6 months for comprehensive analysis.
Emulsifiable rust inhibitors must generally be re-
placed after roughly 12 months according to the
supplier's instructions. When carrying this out,
the entire cooling system must be flushed and, if
necessary, cleaned. Once filled in the system the
fresh water must be treated immediately.
lf chemical additives or anti-freeze agents are
used, the cooling water should be replaced after
3 years at the latest.
lf there is a high concentration of solids (rustj in
the system, the water must be completely re-
placed and entire system carefully cleaned.
Deposits in the cooling system may be caused
by fluids that enter the cooling water, or the
break up of emulsion, corrosion in the system
and limescale deposits if the water is very hard.
lf the concentration of chloride ions has in-
creased, this generally indicates that seawater
has entered the system. The maximum specified
concentration of 50 mg chloride ions per kg
must not be exceeded as otherwise the risk of
corrosion is too high. lf exhaust gas enters the
cooling water this can lead to a sudden drop in
the pH value or to an increase in the sulphate
content.
Water losses must be compensated for by filling
with untreated water that meets the quality re-
quirements specified in the "Paragraph: Re-
quirements, page 4-37". The concentration of
F-BA Page 4 - 41
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the anticorrosive agent must subsequently be
checked and adjusted if necessary.
Subsequent checks of the cooling water are es-
pecially required if the cooling water had to be
drained off in order to carry out repairs or main-
tenance.
Protective measures
Rust inhibitors contain chemical compounds
that can pose a risk to health or the environment
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. lf larger quan-
tities spray and/or soak into clothing, remove
and wash clothing before wearing it again.
lf chemicals come into contact with your eyes,
rinse immediately with plenty of water and seek
medical advice.
Rust inhibitors are generally harmful to the water
cycle. Observe the relevant statutory require-
ments for disposal.
Auxiliary engines
lf 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 recommen-
dations 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 re-
quired for the test.
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Permissible cooling water additives
Chemical additives containing nitrite

Manufacturer Product designation lnitial
dose per
1,000 l
Minimum concentration ppm
Product Nitrite
(NO
2
j
Na-Nitrite
(NaNO
2
j
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Liquidewt
Maxigard
15 l
40 l
15,000
40,000
700
1,330
1,050
2,000
Wilhelmsen (Unitorj
KJEMl-Service A.S.
P.O.Box 49/Norway
3140 Borgheim
Rocor NB Liquid
Dieselguard
21.5 l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Nalfleet Marine
Chemicals
P.O.Box 11
Northwich
Cheshire CW8DX, U.K.
Nalfleet EWT Liq
(9-108j
Nalfleet EWT 9-111
Nalcool 2000
3 l
10 l
30 l
3,000
10,000
30,000
1,000
1,000
1,000
1,500
1,500
1,500
Maritech AB
P.O.Box 143
S-29122 Kristianstad
Marisol CW 12 l 12,000 2,000 3,000
Uniservice
via al Santuario di N.S.
della Guardia 58/A
16162 Genova, ltaly
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem - Marigases
64 Sfaktirias Street
18545 Piraeus, Greece
D.C.W.T -
Non-Chromate
48 l 48,000 2,400 -
vecom
Schlenzigstrae 7
21107 Hamburg
Germany
Cool Treat NCLT 16 l 16,000 4,000 6,000
Table 4-18 Chemical additives containing nitrite
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Additives - (Chemical additivesj - Nitrite free

Emulsifiable slushing oils
Manufacturer Product designation lnitial dosing
per 1,000 l
Minimum concen-
tration
Arteco
Technologiepark
Zwinaarde 2
B-9052 Gent, Belgium
Havoline
XLl
75 l 7.5 %
Total Lubricants
Paris, France
WT Supra 75 l 7.5 %
Table 4-19 Chemical additives - Nitrite free
Manufacturer Product
(Designationj
BP Marine, Breakspear
Way, Hemel Hempstead,
Herts HP2 4UL
Diatsol M
Fedaro M
Castrol lnt.
Pipers Way
Swindon SN3 1RE, UK
Solvex WT 3
Deutsche Shell AG
berseering 35
22284 Hamburg, Germany
Oil 9156
Table 4-20 Emulsifiable slushing oils
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Anti-freeze solutions with corrosion-inhibiting properties
Manufacturer Product
(Designationj
Minimum
concentration
BASF
Carl-Bosch-Str.
67063 Ludwigshafen, Rhein
Germany
Glysantin G 48
Glysantin 9313
Glysantin G 05
35 %
Castrol lnt.
Pipers Way
Swindon SN3 1RE, UK
Antifreeze NF, SF
BP, Britannic Tower
Moor Lane
London EC2Y 9B, UK
Anti-frost X 2270A
Deutsche Shell AG
berseering 35
22284 Hamburg
Germany
Glycoshell
Hchst AG
Werk Gendorf
84508 Burgkirchen
Germany
Genatin extra
(8021 Sj
Mobil Oil AG
Steinstrae 5
20095 Hamburg
Germany
Antifreeze agent 500
Arteco/Technologiepark
Zwijnaarde 2
B-9052 Gent
Belgium
Havoline XLC
50 %
Total Lubricants
Paris, France
Glacelf Auto Supra
Total Organifreeze
Table 4-21 Anti-freeze agents with slushing properties
4.10 Cooling water inspecting
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Summary
Acquire and check typical values of the service
media to prevent or limit damage.
The fresh water used to fill the cooling water cir-
cuits must satisfy the specifications. The cooling
water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating
fluid, evaluation of the operating fluid and
checking the concentration of the rust inhibitor.
Tools/equipment required
Equipment for checking the fresh water quality
The following equipment can be used:
MAN Diesel & Turbo water testing kit or a similar
testing kit containing all the instruments and
chemicals required to determine the water hard-
ness, pH value and chlorine content (obtainable
from MAN Diesel & Turbo or Mar-Tec Marine,
Hamburgj.
Equipment for testing the concentration of addi-
tives
When using chemical additives:
Testing equipment in accordance with the sup-
plier's recommendations. Testing kits from the
supplier also include equipment that can be
used to determine the fresh water quality.
Testing the typical values of water
Abbreviated specification
Testing the concentration of rust inhibitors
Abbreviated specification
Checking the concentration of chemical addi-
tives
The concentration should be tested every week,
and/or according to the maintenance schedule,
using the testing instruments and reagents from
the relevant supplier and corresponding instruc-
tions.
Typical
value/property
Water for filling
and refilling
(without addi-
tivej
Circulating
water
(with additivej
Water type Fresh water,
free of foreign
matter
Treated cool-
ing water
Total hardness s 10 dH
1j
1j
dH = German hardness
1 dH = 10 mg/l CaO
= 17.9 mg/l CaCO
=0.179 mmol/l
s 10 dH
1j
pH value 6.5 - 8 at 20 C > 7.5 at 20 C
Chloride ion
content
s 50 mg/l s 50 mg/l
2j
2j
1 mg/l = 1 ppm
Table 4-22 Quality specifications for cooling water
(abbreviated versionj
Slushing oil Concentration
Chemical
additives
According to the quality specification,
"Section 4.9: Specification for engine
cooling water, page 4-37".
Anti-freeze According to the quality specification,
"Section 4.9: Specification for engine
cooling water, page 4-37".
Table 4-23 Concentration of the cooling water additive
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Slushing oil containing chemical additives only
provides effective protection if the specifications
regarding concentration are precisely complied
with. This is why the concentrations recom-
mended by MAN Diesel & Turbo (quality specifi-
cations in volume 010.005 Engine - Operating
lnstructions, Section 3, Sheet 3.3.7j must be
complied with all cases. These recommended
concentrations may not be the same as manu-
facturer's specifications.
Checking the concentration of anti-freeze
The concentration must be checked in accord-
ance with the manufacturer's instructions or the
test can be outsourced to a suitable laboratory.
lf in doubt, consult MAN Diesel & Turbo.
Test
We test cooling water for customers in our labo-
ratory. To carry out the test we will need a repre-
sentative sample of roughly 0.5 l.
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4.11 Cooling water system cleaning
F-BA Page 4 - 47
Summary
Remove contamination/residue from operating
fluid systems, ensure/reestablish operating reli-
ability.
Cooling water systems containing deposits or
contamination prevent effective cooling of parts.
Contamination and deposits must be regularly
eliminated.
This comprises the following:
Cleaning the system and, if required, removal of
limescale deposits, flushing the system.
Cleaning
The cooling water system must be checked for
contamination at regular intervals. Cleaning is
required if the degree of contamination is high.
This work should ideally be carried out by a spe-
cialist who can provide the right cleaning agents
for the type of deposits and materials in the
cooling circuit. The cleaning should only be car-
ried out by the engine operator if this cannot be
carried out by a specialist.
Oil sludge
Oil sludge from lubricating oil that has entered
the cooling system or a high concentration of
rust inhibitors can be removed by flushing the
system with fresh water to which some cleaning
agent has been added. Suitable cleaning agents
are listed alphabetically in the "Table 4-24:
Cleaning agents for removing oil sludge". Prod-
ucts by other manufacturers can be used pro-
viding they have similar properties. The
manufacturer's instructions for use must be
strictly observed.
Lime and rust deposits
Lime and rust deposits can form if the water is
especially hard or if the slushing oil concentra-
tion is too low. A thin lime scale layer can be left
on the surface as experience has shown that
this protects against corrosion. lf however, the
thickness of limescale deposits exceeds
0.5 mm, this can obstruct the transfer of heat
and cause thermal overloading of the compo-
nents being cooled.
Rust that has been flushed out may have an
abrasive effect on other parts of the system,
such as the sealing elements of the water
pumps. Together with the elements that are re-
sponsible for water hardness, this forms what is
known as ferrous sludge which tends to gather
in areas where the flow velocity is low.
Products that remove limescale deposits are
generally suitable for removing rust. Suitable
cleaning agents are listed alphabetically in the
"Table 4-25: Cleaning agents for removing
limescale and rust deposits". Products by other
manufacturers can be used providing they have
similar properties. The manufacturer's instruc-
tions for use must be strictly observed. Prior to
cleaning, check whether the cleaning agent is
suitable for the materials to be cleaned.
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
Multi Cleaner
4 % 12 h at 50 - 60 C
Table 4-24 Cleaning agents for removing oil sludge
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The products listed in the "Table 4-25: Cleaning
agents for removing limescale and rust depos-
its" are also suitable for stainless steel and alu-
minium.
ln emergencies only
Hydrochloric acid diluted in water or aminosul-
fonic acid may only be used in exceptional cas-
es if a special cleaning agent that removes
limescale deposits without causing problems is
not available. Observe the following during ap-
plication:
Stainless steel heat exchangers must never
be treated using diluted hydrochloric acid.
Cooling systems containing non-ferrous met-
als (aluminium, red bronze, brass, etc.j must
be treated with deactivated aminosulfonic
acid. This acid should be added to water in a
concentration of 3 - 5 %. The temperature of
the solution should be 40 - 50 C.
Diluted hydrochloric acid may only be used to
clean steel pipes. lf hydrochloric acid is used
as the cleaning agent, there is always a dan-
ger that acid will remain in the system, even
once the system has been neutralised and
flushed. This residual acid promotes pitting.
We therefore recommend you have the clean-
ing carried out by a specialist.
The carbon dioxide bubbles that form when
limescale deposits are dissolved can prevent the
cleaning agent from reaching boiler scale. lt is
therefore absolutely necessary to circulate the
water with the cleaning agent to flush away the
gas bubbles and allow them to escape. The
length of the cleaning process depends on the
thickness and composition of the deposits. val-
ues are provided for orientation in "Table 4-24:
Cleaning agents for removing oil sludge".
Following cleaning
The cooling system must be flushed several
times once it has been cleaned using cleaning
agents. Replace the water during this process. lf
acids are used to carry out the cleaning, neutral-
ise the cooling system afterwards with suitable
chemicals then flush. The system can then be
refilled with water that has been prepared ac-
cordingly.
Attention!
Only start the cleaning operation once the en-
gine has cooled down. Hot engine components
must not come into contact with cold water.
Open the venting pipes before refilling the cool-
ing water system. Blocked venting pipes pre-
vent air from escaping which can lead to thermal
overloading of the engine.
Safety/environmental protection
The products to be used can endanger health
and may be harmful to the environment.
Follow the manufacturer's handling instructions
without fail. The applicable regulations govern-
ing the disposal of cleaning agents or acids
must be observed.
Manufacturer
Product Concentration Duration of cleaning proce-
dure/temperature
Drew SAF-Acid
Descale-lT
Ferroclean
5 - 10 %
5 - 10 %
10 %
4 h at 60 - 70 C
4 h at 60 - 70 C
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 4-25 Cleaning agents for removing limescale and rust deposits
4.12 Specification for intake air (combustion air)
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4.12 Specication for intake air (combustion air)
General
The quality and condition of intake air (combustion
air) have a signicant effect on the engine output,
wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely
important, but also contamination by solid and
gaseous foreign matter.
Mineral dust in the intake air increases wear.
Chemicals and gases promote corrosion.
This is why effective cleaning of intake air (com-
bustion air) and regular maintenance/ cleaning of
the air lter are required.
When designing the intake air system, the maxi-
mum permissible overall pressure drop (lter, si-
lencer, pipe line) of 20 mbar must be taken into
consideration.
Exhaust turbochargers for marine engines are
equipped with silencers enclosed by a lter mat as
a standard. The quality class (lter class) of the l-
ter mat corresponds to the G3 quality in accord-
ance with EN779.
Requirements
Liquid fuel engines: As minimum, inlet air (combus-
tion air) must be cleaned by a G3 class lter as per
EN779, if the combustion air is drawn in from in-
side (e.g. from the machine room/engine room). If
the combustion air is drawn in from outside, in the
environment with a risk of higher inlet air contami-
nation (e.g. due to sand storms, due to loading
and unloading grain cargo vessels or in the sur-
roundings of cement plants), additional measures
must be taken. This includes the use of pre-sepa-
rators, pulse lter systems and a higher grade of
lter efciency class at least up to M5 according to
EN779.
Gas engines and dual-fuel engines: As minimum, in-
let air (combustion air) must be cleaned by a G3
class lter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/en-
gine room). Gas engines or dual-fuel engines must
be equipped with a dry lter. Oil bath lters are not
permitted because they enrich the inlet air with oil
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 lter systems and a higher grade
of lter efciency class at least up to M5 according
to EN779.
In general, the following applies:
The inlet air path from air lter 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 lter
and/or upstream of the turbocharger inlet must
not exceed the following limit values.
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4.12 Specification for intake air (combustion airj
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.
Properties Typical value Unit
1)
1)
One Nm
3
corresponds to one cubic meter of gas at 0 C and 101.32 kPa.
Particle size < 5 m: minimum 90 % of the particle number
Particle size < 10 m: minimum 98 % of the particle number
Dust (sand, cement, CaO, Al
2
O
3
etc.) max. 5 mg/Nm
3
Chlorine max. 1.5
Sulphur dioxide (SO
2
) max. 1.25
Hydrogen sulphide (H
2
S) max. 5
Salt (NaCl) max. 1
Table 4-26 Intake air (combustion air) Typical values to be observed
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5 Engine supply systems
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Engine supply systems
5.1.1 Engine pipe connections and dimensions
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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. Pip-
ing systems are to be designed in order to main-
tain the pressure losses at a reasonable level. To
achieve this with justifiable costs, it is recommend-
ed to maintain the flow rates as indicated below.
Nevertheless, depending on specific conditions of
piping systems, it may be necessary in some cas-
es to adopt even lower flow rates. Generally it is
not recommended to adopt higher flow rates.

Recommended flow rates (m/s)
Suction side Delivery side Kind of system
Fresh water (cooling water) 1.5 2.5 1.5 2.5 closed
Lube oil 0.5 1.0 1.5 2.5 open
Sea Water 1.0 1.5 1.5 2.5 open
Diesel fuel oil 0.5 1.0 1.5 2.0 open
Heavy fuel oil 0.3 0.8 0.8 1.2 open/closed
(pressurised system)
Exhaust gas 40 open
Table 5-1 Recommended flow rates
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Specication of materials for piping
General
The properties of the piping shall conform to in-
ternational standards, e.g. DIN EN 10208, DIN
EN 10216, DIN EN 10217 or DIN EN 10305,
DIN EN 13480-3.
For piping, black steel pipe should be used;
stainless steel shall be used where necessary.
Outer surface of pipes need to be primed and
painted according to the specication for sta-
tionary power plants consider Q10.09028-
5013.
The pipes are to be sound, clean and free from
all imperfections. The internal surfaces must be
thoroughly cleaned and all scale, grit, dirt and
sand used in casting or bending removed. No
sand is to be used as packing during bending
operations. For further instructions regarding
stationary power plants please also consider
Q10.09028-2104.
In the case of pipes with forged bends care is
to be taken that internal surfaces are smooth
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 tting 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.
Proposed material (EN)
P235GH, E235, X6CrNiMoTi17-12-2
Fuel oil pipes, Lube oil pipes
piping of the system as acid components of the
fuel may attack zinc.
E235, P235GH, X6CrNiMoTi17-12-2
Starting air/control air pipes
piping of the system.
E235, P235GH, X6CrNiMoTi17-12-2
Urea pipes (for SCR only)
Galvanised steel pipe, brass and copper compo-
nents must not be used for the piping of the sys-
tem.
X6CrNiMoTi17-12-2
5.1.2 lnstallation of flexible pipe connections for resiliently mounted engines
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5.1.2 lnstallation 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 move-
ments, their direction and identity in principle
see "Table 5-2: Excursions of the in-line en-
gines" and "Table 5-3: Excursions of the v-en-
gines".
Note!
The above entries are approximate values
(10 %j; they are valid for the standard design of
the mounting.
Assumed sea way movements: Pitching 7.5/
rolling 22.5.
Engine rotations unit Coupling displacements
unit
Exhaust flange
(at the turbochargerj
mm mm
Axial
R
X
Cross
direction
R
Y
vertical
R
Z
Axial
X
Cross
direction
Y
vertical
Z
Axial
X
Cross
direction
Y
vertical
Z
O
r
i
g
i
n

o
f

s
t
a
t
i
c
/
d
y
n
a
m
i
c

m
o
v
e
m
e
n
t
s
Pitching 0.0 0.026 0.0 0.95 0.0 1.13 2.4 0.0 1.1
Rolling 0.22 0.0 0.0 0.0 3.2 0.35 0.3 16.2 4.25
Engine torque -0.045
(CCWj
0.0 0.0 0.0 0.35 (to
Cntrl.Sidej
0.0 0.0 2.9 (to
Cntrl.Sidej
0.9
vibration during
normal opera-
tion
(0.003j ~0.0 ~0.0 0.0 0.0 0.0 0.0 0.12 0.08
Run out
resonance
0.053 0.0 0.0 0.0 0.64 0.0 0.0 3.9 1.1
Table 5-2 Excursions of the in-line engines
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Note!
The above entries are approximate values
(10 %j; they are valid for the standard design of
the mounting.
Assumed sea way movements: Pitching 7.5/
rolling 22.5.
The conical mounts (RD214B/Xj are fitted with
internal stoppers (clearances:
lat
= 3 mm,
vert
= 4 mmj; these clearances will not be
completely utilized by the above loading cases.
Engine rotations unit Coupling displacements unit Exhaust flange
(at the turbochargerj
mm mm
Axial
R
x
Cross
direction
R
y
vertical
R
z
Axial
X
Cross
direction
Y
vertical
Z
Axial
X
Cross
direction
Y
vertical
Z
O
r
i
g
i
n

o
f

s
t
a
t
i
c
/
d
y
n
a
m
i
c

m
o
v
e
m
e
n
t
s
Pitching 0.0 0.066 0.0 1.7 0.0 3.4 5.0 0.0 2.6
Rolling 0.3 0.0 0.0 0.0 5.0 0.54 0.0 21.2 5.8
Engine
torque
-0.07 0.0 0.0 0.0 +0.59
(to A bankj
0.0 0.0 +4.2
(to A bankj
-1.37
(A-TCj
vibration
during
normal
operation
(0.004j ~0.0 ~0.0 0.0 0.1 0.0 0.04 0.11 0.1
Run out
reso-
nance
0.052 0.0 0.0 0.0 0.64 0.0 0.1 3.6 1.0
Table 5-3 Excursions of the v-engines
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Figure 5-1 Coordinate system
Generally flexible pipes (rubber hoses with steel
inlet, metal hoses, PTFE-corrugated hose-lines,
rubber bellows with steel inlet, steel bellows,
steel compensatorsj are nearly unable to com-
pensate twisting movements. Therefore the in-
stallation direction of flexible pipes must be
vertically (in Z-directionj if ever possible. An in-
stallation in horizontal-axial direction (in X-direc-
tionj is not permitted; an installation in
horizontal-lateral (Y-directionj is not recom-
mended.
Flange and screw connections
Flexible pipes delivered loosely by MAN Diesel &
Turbo are fitted with flange connections, for siz-
es with DN32 upwards. Smaller sizes are fitted
with screw connections. Each flexible pipe is de-
livered complete with counterflanges or, those
smaller than DN32, with weld-on sockets.
Arrangement of the external piping system
Shipyard's pipe system must be exactly ar-
ranged so that the flanges or screw connections
do fit without lateral or angular offset. Therefore
it is recommended to adjust the final position of
the pipe connections after engine alignment is
completed.
Figure 5-2 Arrangement of pipes in system
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lnstallation of hoses
ln the case of straight-line-vertical installation, a
suitable distance between the hose connections
has to be chosen, so that the hose is installed
with a sag. The hose must not be in tension dur-
ing operation. To satisfy correct sag in a straight-
line-vertically installed hose, the distance be-
tween the hose connections (hose installed, en-
gine stoppedj has to be approx. 5 % shorter
than the same distance of the unconnected
hose (without sagj.
ln case it is unavoidable (this is not recommend-
edj to connect the hose in lateral-horizontal di-
rection (Y-directionj the hose must be installed
preferably with a 90 arc. The minimum bending
radii, specified in our drawings, are to be ob-
served.
Never twist the hoses during installation. Turna-
ble lapped flanges on the hoses avoid this.
Where screw connections are used, steady the
hexagon on the hose with a wrench while fitting
the nut.
Comply with all installation instructions of the
hose manufacturer.
Depending on the required application rubber
hoses with steel inlet, metal hoses or PTFE-cor-
rugated hose lines are used.
lnstallation of steel compensators
Steel compensators are used for hot media,
e. g. exhaust gas. They can compensate move-
ments in line and transversal to their centre line,
but they are absolutely unable to compensate
twisting movements. Compensators are very
stiff against torsion. For this reason all kind of
steel compensators installed on resilient mount-
ed engines are to be installed in vertical direc-
tion.
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-resilient or
rigid mounted engines. But in these cases the
compensators are quite shorter, they are de-
signed only to compensate the thermal expan-
sions and vibrations, but not other dynamic
engine movements.
Angular compensator for fuel oil
The fuel oil compensator, to be used for resilient
mounted engines, can be an angular system
composed of three compensators with different
characteristics. Please observe the installation
instruction indicated on the specific drawing.
Supports of pipes
The flexible pipe must be installed as near as
possible to the engine connection.
On the shipside, directly after the flexible pipe,
the pipe is to be fixed with a sturdy pipe anchor
of higher than normal quality. This anchor must
be capable to absorb the reaction forces of the
flexible pipe, the hydraulic force of the fluid and
the dynamic force
Example for the axial force of a compensator to
be absorbed by the pipe anchor:
Hydraulic force
= (Cross section area of the compensatorj x
(Pressure of the fluid insidej
Reaction force
= (Spring rate of the compensatorj x (Dis-
placement of the comp.j
Axial force
= (Hydraulic forcej + (Reaction forcej
Additionally a sufficient margin has to be includ-
ed to account for pressure peaks and vibrations.
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Figure 5-3 lnstallation of hoses
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5.1.3 Condensate amount
Charge air pipes, air vessels
Figure 5-4 Diagram condensate amount
The amount of condensate precipitated from the
air can be quite large, particularly in the tropics.
lt depends on the condition of the intake air
(temperature, relative air humidityj in compari-
son to the charge air after charge air cooler
(pressure, temperaturej.
Determining the amount of condensate:
First determine the point l of intersection in the
left side of the diagram (intake airj between the
corresponding relative air humidity curve and
the ambient air temperature.
Secondly determine the point ll of intersection in
the right side of the diagram (charge airj be-
tween the corresponding charge air pressure
curve and the charge air temperature. Please
note, that charge air pressure as mentioned in
"Section: Planning data for emission standard
lMO Tier ll" is shown in absolute pressure.
At both points of intersection read out the values
[g water/kg air| on the vertically axis.
The intake air water content l minus the charge
air water content ll is the condensate amount A
which will precipitate. lf the calculations result is
negative no condensate will occur.
For an example see "Figure 5-4: Diagram con-
densate amount": lntake air water content 30
g/kg minus 26 g/kg = 4 g of water/kg of air will
precipitate.
To calculate the condensate amount during fill-
ing of the starting air vessel just use the 30 bar
curve in a similar procedure.
0
10
20
30
40
50
60
70
80
90
100
10 15 20 25 30 35 40 45 30 35 40 45 50 55 60 65 70
III
Ambient air temperature [C] Charge air temperature [C]
Water vapour content of the air
[g water / kg air]
40%
30%
Relative
air humidity max. water content
of atmosphere (1 bar)
pressure above
atmosphere
Intake air Charge air
I
II
A
B
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Example to determine the amount of water accumulating in the charge-air pipe
Example to determine the condensate amount in the compressed air vessel
Parameter Unit value
Engine output (Pj kW 9,000
Specific air flow (lej kg/kWh 6.9
Ambient air condition (lj: Ambient air temperature
Relative air humidity
C
%
35
80
Charge air condition (llj: Charge air temperature after cooler
Charge air pressure (overpressurej
C
bar
56
3.0
Solution acc. to above diagram: Unit value
Water content of air according to point of intersection (lj kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (llj kg of water/kg of air 0.026
The difference between (lj and (llj is the condensed water amount (Aj
A= l - ll = 0.030 - 0.026 = 0.004 kg of water/kg of air
Total amount of condensate Q
A
:
Q
A
= A x le x P
Q
A
= 0.004 x 6.9 x 9000 = 248 kg/h
Table 5-4 Determining the condensate amount in the charge air pipe
volumetric capacity of tank (vj litre
m
3
3,500
3.5
Temperature of air in starting air vessel (Tj C
K
40
313
Air pressure in starting air vessel (p
above atmosphere
j
Air pressure in starting air vessel (p
absolute
j
bar
bar
30
31
31 x 10
5
Gas constant for air (Rj
287
Ambient air temperature C 35
Relative air humidity % 80
Weight of air in the starting air vessel is calculated as follows:
Table 5-5 Determining the condensate amount in the compressed air vessel (1 of 2j
N
m
2
-------
Nm
kgxK
--------------
m
p v
R T
-------------
31 10
5
3 5 ,
287 313
------------------------------------ 121 kg = = =
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Solution acc. to above diagram:
Water content of air according to point of intersection (lj kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (lllj kg of water/kg of air 0.002
The difference between (lj and (lllj is the condensed water amount (Bj
B = l - lll
B= 0.030 - 0.002 = 0.028 kg of water/kg of air
Total amount of condensate in the vessel Q
B
:
Q
B
= m x B
Q
B
= 121 * 0.028 = 3.39 kg
Table 5-5 Determining the condensate amount in the compressed air vessel (2 of 2j
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5.2.1 Lube oil system diagram
D-BB 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 15
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5.2 Lube oil system
Please see overleaf!
Page 5 - 16 40/54, 48/60B, 48/60CR, 58/64 D-BB
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Figure 5-5 Lube oil system diagram - lnclusive indicator filter
D-BB 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 17
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Figure 5-6 Lube oil system diagram - Two-stage automatic filter, without indicator filter
Page 5 - 18 40/54, 48/60B, 48/60CR, 58/64 D-BB
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Legend
CF-001 Separator T-021 Sludge tank
CF-003 MDO separator TCv-001 Temperature control valve
FlL-001 Single-/Two-stage auto-
matic filter
1,2,3TR-001 Condensate trap
FlL-002 lndicator filter v-001 Bypass valve
1,2FlL-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 reg-
ulating 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
5.2.2 Lube oil system description
D-BB Page 5 - 19
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The diagrams represent the standard design of
external lube oil service systems, with a combi-
nation of engine mounted and detached, free-
standing, lube oil pump(sj. Alternatively, all main
lube oil pumps can be electrically driven, when
special requirements are fulfilled.
The internal lubrication of the engine and the tur-
bocharger is provided with a force-feed lubrica-
tion system.
The lubrication of the cylinder liners is designed
as a separate system attached to the engine but
served by the inner lubrication system. ln multi-
engine plants, for each engine a separate lube
oil system is required.
For dual-fuel engines (gas-diesel enginesj a
supplement will explain additional specific re-
quirements.
Lube oil viscosity/quality
The lube oil specified for the diesel engine oper-
ation has to be carefully selected.
The selection is mainly affected by the used fuel
grade.
For details see "Section 4.2: Specification for lu-
bricating oil (SAE 40j for operation with marine
gas oil, diesel oil (MGO/MDOj and bio-fuels,
page 4-5", "Section 4.3: Specification for lubri-
cating oil (SAE 40j for operation on heavy fuel oil
(HFOj, page 4-11" and when available "Section:
Specification for lubricating oil - Dual-fuel en-
gines".
Main fuel Lube oil type viscosity
class
Base No. (BNj
Gas
(+MDO/MGO for ignition onlyj
Doped (HDj + additives
SAE 40
6 - 12 mg KOH/g
Depends on
sulphur con-
tent
MGO 12 - 20 mg KOH/g
MDO 12 - 20 mg KOH/g
HFO Medium-alkaline +
additives
30 - 40 mg KOH/g
Table 5-6 Main fuel/lube oil type
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T-001/Service tank
The main purpose for the service tank is to sep-
arate air and particles from the lube oil, before
beeing pumped back to the engine. For the de-
sign of the service tank the class requirements
have to be taken in consideration. For design re-
quirements of MAN Diesel & Turbo see "Section
5.2.5: Lube oil service tank, page 5-35".
H-002/Lube oil heater - Single main engine
The lube oil in the service tank and the system
shall be heated up to 40 C prior to the engine
start. A constant circulation of the lube oil with
the stand-by pump is not recommended. For
priming the engine, it is sufficient to start the
stand-by pump 15 min prior to engine start.
H-002/Lube oil heating - Multi-engine plant
The lube oil in the tank and the system shall be
heated up to 40 C during stand-by mode of one
engine. A constant circulation through the sepa-
rate heater is recommended with a small priming
pump.
Suction pipes
Suction pipes must be installed with a steady
slope and dimensioned for the total resistance
(incl. pressure drop for suction filterj not exceed-
ing the pump suction head. A non-return flap
must be installed close to the lube oil tank in or-
der to prevent the lube oil backflow when the en-
gine has been shut off. For engine mounted
pumps this non-return flap must be by-passed
by a relief valve (PSv-004, DN50j to protect the
pump seals against high pressure because of
counter rotation (during shut downj.
FlL-004/Suction strainer
The suction strainer protect the lube oil pumps
against larger dirt particles that may have accu-
mulated in the tank. lt is recommended to use a
cone type strainer with a mesh size of 1.5 mm.
Two manometer installed before and after the
strainer indicate when manual cleaning of filter
becomes necessary, which should preferably be
done in port.
P-001/P-074/Lube oil pumps
For ships with a single main engine drive it is
preferable to design the lube oil system with a
combination of an engine driven lube oil pump
(P-001j and an electrically driven stand-by
pump (P-074j (100 % capacityj.
For ships with more than one main engine the
electrically driven pump can be dimensioned
smaller, to be used as a priming pump only.
As long as the installed stand-by pump is pro-
viding 100 % capacity of the operating pump,
the class requirement to have an operating
pump in spare on board, is fulfilled.
The main advantages for an engine-driven lube
oil pump are:
Reduced power demand for GenSet/PTO for
normal operation.
Continuous lube oil supply during blackout
and emergency stop for engine run-out.
ln general additional installations are to be con-
sidered for different pump arrangements:
To comply with the rules of classification so-
cieties.
To ensure continuous lube oil supply during
blackout and emergency stop for engine run-
out.
For required pump capacities see "Section:
Planning data for emission standard
lMO Tier ll".
ln case of blackout with engine stop the post lu-
brication must be started within 50 min after the
engine has stopped and must persist for mini-
mum 10 min.
This is required to cool down the bearings of T.C.
and hot inner engine components.
D-BB Page 5 - 21
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HE-002/Lube oil cooler
Dimensioning
Heat data, flow rates and tolerances are indicat-
ed in "Section: Planning data for emission
standard lMO Tier ll".
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
exceed 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.
Lube oil cleaning
The cleaning of the circulating lube oil can be di-
vided into two major functions:
Removal of contaminations to keep up the
lube oil performance.
Retention of dirt to protect the engine.
The removal of combustion residues, water and
other mechanical contaminations is the major
task of separators/centrifuges (CF-001j installed
in bypass to the main lube oil service system of
the engine. The installation of a separator per
engine is recommended to ensure a continuous
separation during engine operation.
The system integrated filters protect the diesel
engine in the main circuit retaining all residues
that will harm the engine. Depending on the filter
design, the collected residues are to be removed
from the filter mesh by automatic back flushing,
manual cleaning or changing the filter cartridge.
The retention capacity of the installed filter
should be as high as possible.
For selection of an applicable filter arrangement,
the customer request for operation and mainte-
nance, as well as the class requirements, have
to be taken in consideration.
Type of Engine Set point
lube oil inlet temperature
Type of temperature
control valve
Control range
lube oil inlet temperature
32/40
65 C
Wax thermostat
(recommendedj
Set point minus 10K
32/44CR
48/60B, 48/60CR
55 C 51/60DF
58/64
Table 5-7 Temperature control valve
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Arrangement principles for lube oil filters
FlL-001/FlL-002
Depending on engine type, the number of in-
stalled main engines in one plant and on the
safety standard wanted by the customer, differ-
ent arrangement principles for the filters
FlL-001/FlL-002 are possible:
Number of main
engines installed in
one plant
Engine types Automatic filter
FlL-001
Second stage at
automatic filter
FlL-001
lndicator filter
(duplex filterj FlL-
002
Plants with one or
more main engines
32/40,
48/60B, 48/60CR
51/60DF,
58/64
Automatic filter
with bypass
Required, when
no indicator filter
FlL-002 installed
Mounted inside
automatic filter
FlL-001
Required, when no
second barrier at
FlL-001
lnstalled close to
the engine
Additionally possi-
ble, depending on
customers' request
Plants with more than
one main engine
32/40 only Automatic filter
without bypass
Filter design has
to be approved by
MAN Diesel &
Turbo
lnstalled close to
the engine
Recommended,
when no indicator
filter FlL-002 in-
stalled
Mounted inside
automatic filter
FlL-001
Not required but
additionally possi-
ble
lnstalled close to
the engine
Plants with one or
more main engine
32/44CR only Automatic filter
without bypass
mounted on the
engine
Required
Mounted on en-
gine, inside auto-
matic filter FlL-001
Not possible
Table 5-8 Arrangement principles for lube oil filters
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FlL-001/Automatic filter
The automatic back washing filter is to be in-
stalled as a main filter. The back washing/flush-
ing of the filter elements has to be arranged in a
way that lube oil flow and pressure will not be af-
fected. The flushing discharge (oil/sludge mix-
turej is led to the separator suction pipe in a
divided compartment of the service tank, which
provides an efficient final removal of deposits by
the separator (see "Section 5.2.5: Lube oil serv-
ice tank, page 5-35"j.
As state-of-the-art, automatic filter types are
recommended to be equipped with an integrat-
ed second filtration stage. This second stage
protects the engine from particles which may
pass the first stage filter elements in case of any
malfunction. lf the lube oil system is equipped
with a two-stage automatic filter, additional indi-
cator filter FlL-002 can be avoided. ln case of an
automatic filter mounted on engine, an indicator
filter cannot be installed, so the second filter
stage inside automatic filter is essential. As far
as the automatic filter is installed without any
additional filters downstream, before the engine
inlet, the filter has to be installed as close as
possible to the engine (see "Table 5-8: Arrange-
ment principles for lube oil filters"j. ln that case
the pipe section between filter and engine inlet
must be closely inspected before installation.
This pipe section must be divided and flanges
have to be fitted so that all bends and welding
seams can be inspected and cleaned prior to fi-
nal installation.
Differential pressure gauges have to be installed,
to protect the filter cartridges and to indicate
clogging condition of the filter. A high differential
pressure has to be indicated as an alarm.
For filter mesh sizes and surface loads see "Ta-
ble 5-9: Automatic filter".
v-001/Shut-off cock
This shut-off cock is only to be provided for sin-
gle-engine plants. The cock is closed during
normal operation. ln case the lube oil automatic
filter FlL-001 has to be taken out of operation,
the cock can be opened and the automatic filter
shut off. Consequently, the automatic filter is by-
passed. The lube oil indicator filter FlL-002 tem-
porarily takes over the task of the automatic fil-
ter. ln case of a two-stage automatic filter
without a following indicator filter, there is no by-
pass required. Engine can run for max. 72 hours
with the second filter stage, but has to be
stopped after. This measure ensures that distur-
Type of Engine
Lube oil automatic filter FlL-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
Multi-main-engine-plant Single-main-engine-
plant
Multi-main-engine-plant
Location of the filter Mounted on the engine To be installed in the
external piping system
close to the engine
To be installed in the
Max. mesh width (absolute,
sphere-passing meshj
0.034 mm first stage / 0.080 mm second stage
Filter surface load According to filter manufacturer
Supply lncluded Optional Optional
Table 5-9 Automatic filter
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bances in backwashing do not result in a com-
plete failure of filtering and that the main stream
filter can be cleaned without interrupting filter-
ing.
FlL-002/lndicator filter
The indicator filter is a duplex filter, which must
be cleaned manually. lt must be installed down-
stream of the automatic filter, as close as possi-
ble to the engine. The pipe section between filter
and engine inlet must be closely inspected be-
fore installation. This pipe section must be divid-
ed and flanges have to be fitted so that all bends
and welding seams can be inspected and
cleaned prior to final installation.
ln case of a two-stage automatic filter, the instal-
lation of an indicator filter can be avoided. Cus-
tomers who want to fulfill a higher safety level,
are free to mount an additional duplex filter close
to the engine.

The indicator filter protects the engine also in
case of malfunctions of the automatic filter. The
monitoring system of the automatic filter gener-
ates an alarm signal to alert the operating per-
sonnel. A maintenance of the automatic filter
becomes necessary. For this purpose the lube
oil flow thought the automatic filter has to be
stopped. Single-main-engine-plants can contin-
ue to stay in operation by bypassing the auto-
matic filter. Lube oil can still be filtrated
sufficiently in this situation by only using the in-
dicator filter.
ln multi-engine-plants, where it is not possible to
bypass 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 the engine.
The drain connections equipped with shut-off
fittings in the two chambers of the indicator filter
returns into the leak oil tank (T-006j. Draining will
remove the dirt accumulated in the casing and
prevents contamination of the clean oil side of
the filter. For filter mesh sizes and surface loads
see "Table 5-10: lndicator filter".
Type of Engine Lube oil indicator filter FlL-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
Multi-main-engine-
plant
Single-main-engine-
plant
Multi-main-engine-
plant
Location of the filter
lndicator filter not
required
lndicator filter not
required
To be installed in the
close to the engine
Max. mesh width (absolute,
sphere-passing meshj
0.06 mm
Filter surface load According filter manu-
facturer
Supply - - Optional
Table 5-10 lndicator filter
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lndication and alarm of filters
The automatic filter FlL-001, the indicator du-
plex filter FlL-002 and the suction strainer
FlL-004 are equipped with local visual differen-
tial presure indicators. The filter FlL-001 and the
filter FlL-002 are additionally equipped with dif-
ferential pressure switches. The switches are
used for pre-alarm and main alarm. The alarms
of the automatic filter and indicator/duplex filter
are processed in the engine control and safety
system and are available for the ship alarm sys-
tem.
CF-001/Separator
The lube oil is intensively cleaned by separation
in the by-pass thus relieving the filters and al-
lowing an economical design.
The separator (clarifierj should be of the self-
cleaning type. The design is to be based on a
lube oil quantity of 1.0 l/kW. This lube oil quanti-
ty should be cleaned within 24 hours at:
HFO-operation 6 - 7 times
MDO-operation 4 - 5 times
DF-engines operating on gas (+MDO/MGO
for ignition onlyj 4 - 5 times
The formula for determining the separator flow
rate (Qj is:
Q Separator flow rate .................................... l/h
P Total engine output ...................................kW
n HFO= 7, MDO= 5, MGO= 5,
Gas(+MDO/MGO for ignition onlyj = 5
With the evaluated flow rate the size of separator
has to be selected according to the evaluation
table of the manufacturer. MAN Diesel & Turbo
strictly recommend to use evaluation tables ac-
Differential pressure between filter inlet and outlet (dpj
dp switch with lower set point is active dp switch with higher
set point is active
Automatic
filter
FlL-001
lntermittent
flushing type
(e. g. B & K 6.61j
This dp switch has to be installed twice if an intermit-
tent flushing filter is used. The first switch is used for
the filter control; it will start the automatic flushing pro-
cedure.
The second switch is adjusted at the identical set point
as the first. Once the second switch is activated, and
after a time delay of approx. 3 min, the dp pre-alarm
"filter is polluted" is generated. The time delay
becomes necessary to effect the automatic flushing
procedure before and to evaluate its effect.
The dp main alarm "filter
failure" is generated imme-
diately. lf the main alarm is
still active after 30 min, the
engine output power will
be reduced automatically.
Continuous
flushing type
(e. g. B & K 6.46j
The dp pre-alarm: "Filter is polluted" is generated
immediately
Duplex/lndi-
cator filter
FlL-002
(e. g. B & K 2.05j
Table 5-11 lndication and alarm of filters
Q
1 0 P n ,
24
---------------------------- =
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cording to a "certified flow rate" (CFRj. The sep-
arator rating stated by the manufacturer should
be higher than the flow rate (Qj calculated ac-
cording to the above formula.
Separator equipment
The preheater H-002 must be able to heat the oil
to 95 C and the size is to be selected accord-
ingly. ln addition to a Pl-temperature control,
which avoids a thermal overloading of the oil,
silting of the preheater must be prevented by
high turbulence of the oil in the preheater.
Control accuracy 1 C.
Cruise ships in arctic waters require larger pre-
heaters. ln this case the size of the preheater
must be calculated with a At of 60 K.
The fresh water supplied must be treated as
specified by the separator supplier.
The supply pumps shall be of the free-standing
type, i.e. not mounted on the separator and are
to be installed in the immediate vicinity of the
lube oil service tank.
This arrangement has three advantages:
Suction of lube oil without causing cavitation.
The lube oil separator need not be installed in
the vicinity of the service tank but can be
mounted in the separator room together with
the fuel oil separators.
Better matching of the capacity to the re-
quired separator throughput.
As a reserve for the lube oil separator, the use of
the MDO separator is admissible. For reserve
operation the MDO separator must be convert-
ed accordingly. This includes the pipe connec-
tion to the lube oil system which must not be
implemented with valves or spectacle flanges.
The connection is to be executed by removable
change-over joints that will definitely prevent
MDO from getting into the lube oil circuit. See
also rules and regulations of classification soci-
eties.
PCv-007/Pressure control valve
By use of the pressure control valve, a constant
lube oil pressure before the engine is adjusted.
The pressure control valve is installed upstream
of the lube oil cooler. The installation position is
to be observed. By spilling off exceeding lube oil
quantities upstream of the major components
these components can be sized smaller. The re-
turn pipe (spilling pipej from the pressure control
valve returns into the lube oil service tank.
The measurement point of the pressure control
pipe is connected directly to the engine in order
to measure the lube oil pressure at the engine. ln
this way the pressure losses of filters, pipes and
cooler are compensated automatically (see
"Section: Lube oil system - Pressure control
valve.
TR-001/Condensate trap
The condensate traps required for the vent pipes
of the turbocharger, the engine crankcase and
the service tank must be installed as close as
possible to the vent connections. This will pre-
vent condensate water, which has formed on the
cold venting pipes, to enter the engine or service
tank.
See "Section: Lube oil system - Crankcase vent
and tank vent".
T-006/Leakage oil tank
Leaked fuel and the dirty oil drained from the
lube oil filter casings is collected in this tank. lt is
to be emptied into the sludge tank. The content
must not be added to the fuel. lt is not permitted
to add lube oil to the fuel.
Alternatively, separate leakage oil tanks for fuel
and lube oil can be installed.
P-012 Transfer pump
The transfer pump supplies fresh oil from the
lube oil storage tank to the operating tank. Start-
ing and stopping of the pump should preferably
be done automatically by float switches fitted in
the tank.
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P-075/Cylinder lube oil pump
The pump fitted to the engine is driven by an
electric motor (asynchronous motor
380 - 420 v/50 Hz or 380 - 460 v/60 Hz three-
phase AC with pole changingj.
For the cylinder lubrication MAN Diesel & Turbo
will supply a Control Unit inclusive a pump con-
tactor, with a power consumption of about
0.5 kW for pump, control and heating.
This value must be doubled for v-engines, as
two Control Units (one for each rowj are sup-
plied in one cabinet.
Withdrawal points for samples
Points for drawing lube oil samples are to be
provided upstream and downstream of the fil-
ters and the separator, to verify the effectiveness
of these system components.
Piping system
lt is recommended to use pipes according to the
pressure class PN 10.
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5.2.3 Prelubrication/postlubrication
A-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF, 58/64 Page 5 - 29
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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.
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.
Engine
type
Prelubrication/postlubrication pumps Minimum needed delivery rates (m
3
/h)
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,
48/60CR
48/60TS
35 41 47 53 -
-
70 82 93 105 -
-
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
Page 5 - 30 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 E-BA
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5.2.4 Lube oil outlets
D-AF 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 5 - 31
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5.2.4.1 General
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 mid-
dle 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.
lf the engine is installed in an inclined position,
three oil drain pipes are required, two at the low-
er 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
service tank, expansion joints are required.
Shut-off butterfly valves
lf for lack of space, no cofferdam can be provid-
ed underneath the service tank, it is necessary
to install shut-off butterfly valves in the drain
pipes. lf the ship should touch ground, these
butterfly valves can be shut via linkages to pre-
vent the ingress of seawater through the engine.
Drain pipes, shut-off butterfly valves with linkag-
es, expansion joints, etc. are not supplied by the
engine builder.
Page 5 - 32 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 D-AF
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L-BA 48/60B, 48/60CR, 51/60 DF Page 5 - 33
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5.2.4.2 Lube oil outlets
Figure 5-7 Lube oil outlets in-line engine
Page 5 - 34 48/60B, 48/60CR, 51/60 DF L-BA
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Lube oil outlets
Figure 5-8 Lube oil outlets v-type engine
5.2.5 Lube oil service tank
H-AJ 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 35
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The lube oil service tank is to be arranged over
the entire area below the engine, in order to en-
sure uniform vertical thermal expansion of the
whole engine foundation.
To provide for adequate degassing, a minimum
distance is required between tank top and the
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 per-
manent 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 operation, depends on the tank geometry
and the volume of the system (piping, system
componentsj, and may exceed the theoretical
minimum quantity to be topped up. The low-lev-
el 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 en-
sure 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 serv-
ice tank are to be arranged so as to ensure suf-
ficient flow to the suction pipe of the pump also
at low lube oil service level.
The tank has to be vented at the ends.
Lube oil preheating
Preheating the lube oil to 40 C is effected by the
preheater of the separator via the free-standing
pump. The preheater must be enlarged in size if
necessary, so that it can heat the content of the
service tank to 40 C, within 4 hours.
Page 5 - 36 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 H-AJ
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Figure 5-9 Lube oil service tank_1
H-AJ 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 37
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Figure 5-10 Lube oil service tank_2
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5.2.6 Pressure control valve
K-BA 32/40, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 39
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Figure 5-11 Example: Pressure control valve installation
Page 5 - 40 32/40, 40/54, 48/60B, 48/60CR, 58/64 K-BA
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5.2.7 Lube oil automatic filter
E-BA Page 5 - 41
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5.2.7 Lube oil automatic filter
Figure 5-12 Example: Lube oil automatic filter
5.2.8 Lube oil double filter
Page 5 - 42 E-BA
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5.2.8 Lube oil double filter
Figure 5-13 Example: Lube oil double filter
5.2.9 Crankcase vent and tank vent
D-BB 48/60B, 48/60CR, 58/64 Page 5 - 43
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vent pipes
The vent pipes from the
lube oil service tank
engine crankcase
turbocharger
are to be arranged according to the following di-
agram. 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
4 Condensate trap, continuously open
Page 5 - 44 48/60B, 48/60CR, 58/64 D-BB
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Legend
Engine Nominal diameter ND (mmj
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
5.3.1 Cooling water system diagram
D-BB 48/60CR Page 5 - 45
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5.3 Water systems
Please see overleaf!
Page 5 - 46 48/60CR D-BB
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Figure 5-15 Cooling water system diagram - Single engine plant
D-BB 48/60CR Page 5 - 47
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Legend
Components
1,2D-003 Auxiliary engine MOv-002 HT cooling water temperature control
valve
1,2FlL-019 Sea water filter MOv-003 Charge air temperature (CHATCOj
1,2FlL-021 Strainer of commissioning MOv-004 Preheating module
H-020 Preheater main engine MOv-005 Nozzle cooling module
H-027 Preheater aux. engine MOv-016 LT cooling water temperature control
valve
HE-002 Lube oil cooler 1P-002 Pump for HT cooling water (engine
drivenj
HE-003 Cooler for HT cooling water 2P-002 Optional pump for HT cooling water
(electrical drivenj
HE-005 Nozzle cooling water cooler 1,2P-062 Sea water pump
HE-007 Diesel oil cooler 1,2P-076 Pump for LT cooling water
HE-008 Charge air cooler (stage 2j 1,2POF-001 Shut of flap for charge air preheating
(depending on plantj
HE-010 Charge air cooler (stage 1j POF-002 Shut off flap for charge air preheating
(depending on plantj
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 Fresh water generator HE-034 Cooler for compressor wheel casing
Major cooling water engine connections
3171 HT cooling water inlet 3471/3499 lnlet/outlet nozzle cooling
3172 Reserve (for el. driven HT pumpj 4171/4199 lnlet/outlet charge air cooler (stage 2j
3177/3181 Charge air preheating 4184 Outlet for compressor wheel cooling
3199 Outlet HT cooling water Drains and venting are not shown.
Connections to the nozzle cooling water module
N1, N2 Return/feeding of engine nozzle
cooling water
N3, N4 lnlet/outlet LT cooling water
Page 5 - 48 48/60CR D-BB
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Figure 5-16 Cooling water system diagram - Twin engine plant (part 1j
D-BB 48/60CR Page 5 - 49
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Figure 5-17 Cooling water system diagram - Twin engine plant (part 2j
Page 5 - 50 48/60CR D-BB
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5.3.2 Cooling water system description
D-BB 32/44CR, 48/60CR Page 5 - 51
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The diagrams showing cooling water systems
for main engines comprising the possibility of
heat utilisation in a fresh water generator and
equipment for preheating of the charge air in a
two-stage charge air cooler during part load op-
eration.
Note!
The arrangement of the cooling water system
shown here is only one of many possible solu-
tions. lt is recommended to inform MAN
Diesel & Turbo in advance in case other arrange-
ments should be desired.
For special applications, e. g. GenSets or dual-
fuel engines, supplements will explain specific
necessities and deviations.
For the design data of the system components
shown in the diagram see "Section: Planning
data for emission standard lMO Tier ll".
The cooling water is to be conditioned using a
corrosion inhibitor, see "Section 4.9: Specifica-
tion for engine cooling water, page 4-37".
LT = Low temperature
HT = High temperature
Cooler dimensioning, general
For coolers operated by seawater (not treated
waterj, lube oil or MDO/MGO on the primary
side and treated fresh water on the secondary
side, an additional safety margin of 10 % related
to the heat transfer coefficient is to be consid-
ered. lf treated water is applied on both sides,
MAN Diesel & Turbo does not insist on this mar-
gin.
ln case antifreeze is added to the cooling water,
the corresponding lower heat transfer is to be
taken into consideration.
The cooler arrangement has to ensure venting
and draining facilities for the cooler.
LT cooling water system
ln general the LT cooling water passes through
the following components:
Stage 2 of the two-stage charge-air cooler
(HE-008j
Lube oil cooler (HE-002j
Nozzle cooling water cooler (HE-005j
Fuel oil cooler (HE-007j
Gear lube oil cooler (HE-023j (or e. g. alterna-
tor cooling in case of a diesel-electric plantj
LT cooling water cooler (HE-024j
Other components such as, e. g., auxiliary
engines (GenSetsj
The system components of the LT cooling water
circuit are designed for a max. LT cooling water
temperature of 38 C with a corresponding sea-
water temperature of 32 C (tropical conditionsj.
However, the capacity of the LT cooler (HE-024j
is determined by the temperature difference be-
tween seawater and LT cooling water. Due to
this correlation an LT fresh water temperature of
32 C can be ensured at a seawater temperature
of 25 C.
To meet the lMO Tier l/lMO Tier ll regulations
the set point of the temperature regulator valve
(MOv-016j is to be adjusted to 32 C. However
this temperature will fluctuate and reach at most
38 C with a seawater temperature of 32 C
(tropical conditionsj.
The charge air cooler stage 2 (HE-008j and the
lube oil cooler (HE-002j are installed in series to
obtain a low delivery rate of the LT cooling water
pump (P-076j.
High performing turbochargers lead to a high
temperature at the compressor wheel. To limit
these temperatures, the compressor wheel cas-
ing (HE-034j is cooled by a low LT water flow.
The outlet (4184j is to be connected separately
to the LT expansion tank in a steady rise.
Page 5 - 52 32/44CR, 48/60CR D-BB
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P-076/LT cooling water pump
The delivery rates of the service and standby
pump are mainly determined by the cooling wa-
ter required for the charge-air cooler stage 2 and
the other coolers.
For operating auxiliary engines (GenSetsj in
port, the installation of an additional smaller
pump is recommendable.
MOv-003/Temperature control valve for charge
air cooler
This three-way valve is to be installed as a mix-
ing valve.
lt serves two purposes:
1. ln engine part load operation the charge air
cooler stage 2 (HE-008j is partially or com-
pletely bypassed, so that a higher charge air
temperature is maintained.
2. The valve reduces the accumulation of con-
densed water during engine operation under
tropical conditions by regulation of the
charge air temperature. Below a certain in-
take air temperature the charge air tempera-
ture is kept constant. When the intake
temperature rises, the charge air temperature
will be increased accordingly.
The three-way valve is to be designed for a pres-
sure loss of 0.3 - 0.6 bar and is to be equipped
with an actuator with high positioning speed.
The actuator must permit manual emergency
adjustment.
HE-002/Lube oil cooler
For the description see "Section 5.2.2: Lube oil
system description, page 5-19". For heat data,
flow rates and tolerances see "Section: Planning
data for emission standard lMO Tier ll". For the
description of the principal design criteria see
"Paragraph: Cooler dimensioning, general, page
5-51".
HE-024/LT cooling water cooler
For heat data, flow rates and tolerances of the
heat sources see "Section: Planning data for
emission standard lMO Tier ll". For the descrip-
tion of the principal design criteria for coolers
see "Paragraph: Cooler dimensioning, general,
page 5-51".
MOv-016/LT cooling water temperature regula-
tor
This is a motor-actuated three-way regulating
valve with a linear characteristic. lt is to be in-
stalled as a mixing valve. lt maintains the LT
cooling water at set-point temperature, which is
32 C.
The three-way valve is to be designed for a pres-
sure loss of 0.3 - 0.6 bar. lt is to be equipped
with an actuator with normal positioning speed
(high speed not requiredj. The actuator must
permit manual emergency adjustment.
Caution!
For engine operation with reduced NOx emis-
sion, according to lMO Tier l/lMO Tier ll require-
ment, at 100 % engine load and a seawater
temperature of 25 C (lMO Tier l/lMO Tier ll ref-
erence temperaturej, an LT cooling water tem-
perature of 32 C before charge air cooler stage
2 (HE-008j is to be maintained.
Fil-021/Strainer
ln order to protect the engine and system com-
ponents, several strainers are to be provided at
the places marked in the diagram before taking
the engine into operation for the first time. The
mesh size is 1 mm.
HE-005/Nozzle cooling water cooler
The nozzle cooling water system is a separate
and closed cooling circuit. lt is cooled down by
LT cooling water via the nozzle cooling water-
cooler (HE-005j. For heat data, flow rates and
tolerances see "Section: Planning data for emis-
sion standard lMO Tier ll". For the description of
the principal design criteria for coolers see "Par-
agraph: Cooler dimensioning, general, page
5-51". For plants with two main engines only
one nozzle cooling water cooler (HE-005j is
needed. As an option a compact nozzle-cooling
module (MOD-005j can be delivered, see "Sec-
tion 5.3.9: Nozzle cooling water module, page
5-73". For plants with two main engines only
one nozzle-cooling module is required.
D-BB 32/44CR, 48/60CR Page 5 - 53
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HE-007/MDO/MGO cooler
This cooler is required to dissipate the heat of
the fuel injection pumps during MDO/MGO op-
eration. For the description of the principal de-
sign criteria for coolers see "Paragraph: Cooler
dimensioning, general, page 5-51". For plants
with more than one engine, connected to the
same fuel oil system, only one MDO/MGO cool-
er is required.
T-075/LT cooling water expansion tank
The effective tank capacity should be high
enough to keep approx. 2/3 of the tank content
of T-002. ln case of twin-engine plants with a
common cooling water system, the tank capac-
ity should be by approx. 50 % higher. The tanks
T-075 and T-002 should be arranged side by side
to facilitate installation. ln any case the tank bot-
tom must be installed above the highest point of
the LT system at any ship inclination. For the
recommended installation height see "Table:
Service tanks capacity" in "Section: Planning
data for emission standard lMO Tier ll" - Filling
volumes and flow resistances".
HT Cooling water circuit
General
The HT cooling water system consists of the fol-
lowing coolers and heat exchangers:
Charge air cooler stage 1 (HE-010j
Cylinder cooling
HT cooler (HE-003j
Heat utilisation, e. g. fresh water generator
(HE-026j
HT cooling water preheater (H-020j
The HT cooling water pumps can be either of en-
gine-driven or electrically-driven type. The outlet
temperature of the cylinder cooling water at the
engine is to be adjusted to 90 C.
For HT cooling water systems, where more than
one main engine is integrated, each engine
should be provided with an individual engine
driven HT cooling water pump. Alternatively
common electrically-driven HT cooling water
pumps may be used for all engines. However, an
individual HT temperature control valve is re-
quired for each engine. The total cooler and
pump capacities are to be adapted accordingly.
The shipyard is responsible for the correct cool-
ing water distribution, ensuring that each engine
will be supplied with cooling water at the flow
rates required by the individual engines, under
all operating conditions. To meet this require-
ment, e. g., orifices, flow regulation valves, by-
pass systems etc. are to be installed where
necessary.
H-001/Preheater
Before starting a cold engine, it is necessary to
preheat the waterjacket up to 60C.
For the total heating power required for preheat-
ing the HT cooling water from 10 C to 60 C
within 4 hours see "Table 5-13: Heating power".
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These values include the radiation heat losses
from the outer surface of the engine. Also a mar-
gin of 20 % for heat losses of the cooling system
has been considered.
A secondary function of the preheater is to pro-
vide heat capacity in the HT cooling water sys-
tem during engine part load operation. This is
required for marine propulsion plants with a high
fresh water requirement, e. g. on passenger ves-
sels, where frequent load changes are common.
lt is also required for arrangements with an addi-
tional charge air preheating by deviation of HT
cooling water to the charge air cooler stage 2
(HE-008j. ln this case the heat output of the pre-
heater is to be increased by approx. 50 %.
An electrically driven pump becomes necessary
to circulate the HT cooling water during preheat-
ing. For the required minimum flow rate see "Ta-
ble 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,
provided that the cooling water is treated in the
same way. ln 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 pre-
heating the main engine. This depends on the
number of auxiliary engines in operation and
their load. lt is recommended to install a sepa-
rate preheater for the main engine, as the avail-
able heat from the auxiliary engines may be
insufficient during operation in the port.
As an option MAN Diesel & Turbo can supply a
compact preheating module (MOD-004j. One
module for each main engine is required.
HE-026/Fresh water generator
The fresh water generator must be switched off
automatically when the cooling water tempera-
ture at the engine outlet drops below 88 C.
This will prevent operation of the engine at too
low temperatures. For plants with increased de-
mand, an advanced cooling water system is
available, see "Section: Water systems - Ad-
vanced HT cooling water system for increased
fresh water generation."
Engine type 32/40
32/44CR
48/60B
48/60CR
51/60DF
58/64
L+v L+v L
Min. heating power
(kW/cylinderj
6 14 18
Table 5-13 Heating power
Numbers of
cylinders
Minimum flow rate required during
preheating and post-cooling
m
3
/h
32/40
32/44CR
48/60B
48/60CR
51/60DF
58/64
6L 7.2 14 17
7L 8.4 16 20
8L 9.6 18 23
9L 10.8 20 26
10L 12.0 - -
Table 5-14 Minimum flow rate during preheating and
post-cooling
12v 14.4 28 -
14v 16.8 30 -
16v 19.2 30 -
18v 21.6 30 -
20v 24.0 - -
Numbers of
cylinders
Minimum flow rate required during
preheating and post-cooling
m
3
/h
32/40
32/44CR
48/60B
48/60CR
51/60DF
58/64
Table 5-14 Minimum flow rate during preheating and
post-cooling
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HE-003/HT cooling water cooler
For heat data, flow rates and tolerances of the
heat sources see "Section: Planning data for
emission standard lMO Tier ll". For the descrip-
tion of the principal design criteria for coolers
see "Paragraph: Cooler dimensioning, general,
page 5-51".
HT temperature control
The HT temperature control system consists of
the following components:
The temperature controllers are available as
software functions inside the Gateway Mod-
ule of SaCoS
one
. The temperature controllers
are operated by the displays at the operating
panels asfar as it is necessary. From the lnter-
face Cabinet the relays actuate the control
valves.
1 electrically activated three-way mixing
valve with linear characteristic curve (MOv-
002j
1 temperature sensor TE, directly down-
stream of the three-way mixing valve in the
supply pipe to charge-air cooler stage 1 (for
EDS visualisation and control of preheater
valvej
1 temperature sensor TE, directly down-
stream of the engine outlet
lt serves to maintain the cylinder cooling water
temperature constantly at 90 C at the engine
outlet - even in the case of frequent load
changes - and to protect the engine from ex-
cessive thermal load.
For adjusting the outlet water temperature (con-
stantly to 90 Cj to engine load and speed, the
cooling water inlet temperature is controlled.
The electronic water temperature controller rec-
ognizes deviations by means of the sensor at the
engine outlet and afterwards corrects the refer-
ence value accordingly.
The electronic temperature controller is in-
stalled in the switch cabinet of the engine
room.
For a stable control mode, the following bound-
ary conditions must be observed when design-
ing the HT fresh water system:
The temperature sensor is to be installed in
the supply pipe to stage 1 of the charge-air
cooler. To ensure instantaneous measure-
ment of the mixing temperature of the three-
way mixing valve, the distance to the valve
should be 5 to 10 times the pipe diameter.
The three-way valve (MOv-002j is to be in-
stalled as a mixing valve. lt is to be designed
for a pressure loss of 0.3 - 0.6 bar. lt is to be
equipped with an actuator of high positioning
speed. The actuator must permit manual
emergency adjustment.
The pipes within the system are to be kept as
short as possible in order to reduce the dead
times of the system, especially the pipes be-
tween the three-way mixing valve and the in-
let of the charge-air cooler stage 1 which, are
critical for the control.
The same system is required for each engine,
also for multi-engine installations with a com-
mon HT fresh water system.
ln case of a deviating system layout, MAN
Diesel & Turbo is to be consulted.
P-002/HT cooling water pumps
As an option the engine is available with an at-
tached (engine drivenj HT cooling water pump.
Alternatively also electrically driven HT cooling
water pumps can be used.
The standby pump has to be of the electrically
driven type.
lt is required to cool down the engine for a peri-
od of 15 minutes after shut down. For this pur-
pose the standby pump can be used. ln the case
that neither an electrically driven HT cooling wa-
ter pump nor an electrically driven standby
pump is installed (e. g. multi-engine plants with
engine driven HT cooling water pump without
electrically driven HT standby pump, if applica-
ble by the classification rulesj, it is possible to
cool down the engine by the separate small pre-
heating pump, see "Table 5-14: Minimum flow
rate during preheating and post-cooling", or if
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the optional preheating unit (MOD-004j with in-
tegrated circulation pump is installed, 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-prim-
ing 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 diagramj
Only for acceptance by Bureau veritas:
The condensate deposition in the charge air
cooler is drained via the condensate monitoring
tank. A level switch releases an alarm when con-
densate is flooding the tank.
T-002/HT cooling water expansion tank
The expansion tank compensates changes in
system volume and losses due to leakages. lt is
to be arranged in such a way, that the tank bot-
tom is situated above the highest point of the
system at any ship inclination. The expansion
pipe should empty into the suction pipe as close
to the pump as possible. For the required vol-
ume of the tank and the recommended installa-
tion height see "Table: Service tanks capacity"
in "Section: Planning data for emission standard
lMO Tier ll" - Filling volumes and flow resistanc-
es".
Tank equipment:
Sight glass for level monitoring
Low-level alarm switch
Overflow and filling connection
lnlet for corrosion inhibitor
5.3.3 Advanced HT cooling water system for increased fresh water generation
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5.3.3 Advanced HT cooling water system for increased fresh water
generation
Traditional systems
The cooling water systems presented so far,
demonstrate a simple and well proven way to
cool down the engines internal heat load.
Traditionally, stage 1 charge air cooler and cylin-
der jackets are connected in sequence, so the
HT cooling water circle can work with one pump
for both purposes.
Cooling water temperature is limited to 90 C at
the outlet oft the cylinder jackets, the inlet tem-
perature at the charge air cooler is about 55 to
60 C.
Cooling water flow passing engine block and
charge air cooler is the same, defined by the in-
ternal design of the cylinder jacket.
As one result of this traditional set-up, the pos-
sible heat recovery for fresh water generation is
limited, especially at part load conditions
Advanced systems
To improve the benefit of the HT cooling water
circle, this set-up can be changed to an ad-
vanced circuit, with two parallel HT pumps.
Cooling water flow through the cylinder jackets
and outlet temperature at the engine block is
limited as before, but the extra flow through the
charge air cooler can be increased.
With two pumps in parallel, the combined cool-
ing 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
temperature level of systems in- and outlet will
be higher, especially at part load conditions.
This improves considerably the use of heat re-
covery components at high temperature levels,
like e.g. fresh water generators for cruise ves-
sels or other passenger ships.
General Requirements, LT System
General requirements for cooling water systems
and components concerning the LT system stay
the same like for the cooling water systems
mentioned before.
Note!
The arrangement of the cooling water system
shown here is only one of many possible solu-
tions. lt is recommended to inform MAN
Diesel & Turbo in advance in case other arrange-
ments should be desired.
HT cooling water circuit
Following the advanced design, components for
the cylinder cooling will not differ from the tradi-
tional set-up.
Due to the higher temperature level, the water
flow passing the stage 1 charge air cooler has to
rise considerably and for some engine types a
bigger HT charge air cooler as well as a more
powerful HT charge air cooler pump may be
necessary.
Note!
The design data of the cooling water system
components shown in the following diagram are
different from "Section 2.8: Planning data for
emission standard: lMO Tier ll, page 2-77" and
have to be cleared in advance with MAN
Diesel & Turbo.
Page 5 - 58 48/60CR D-BB
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Figure 5-18 Advanced HT cooling water system for increased fresh water generation
D-BB 48/60CR Page 5 - 59
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Figure 5-19 Legend to advanced HT cooling water system for increased fresh water generation
Legend
Components
1,2 D-003 Auxiliary engine MOv-001 HT-CW Main temperature control
valve
1,2FlL-019 Sea water filter MOv-002 Cylinder cooling water temperature
control valve
1,2FlL-021 Strainer for commisioning MOv-003 Charge air temperature control
(CHATCOj
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 con-
trol 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 2j 1,2P-076 Pump for LT cooling water
HE-010 Charge air cooler (Stage 1j 1,2POF-001 Shut off flap for charge air preheat-
ing (depending on plantj
HE-023 Gearbox lube oil cooler POF-002 Shut off flap for charge air preheat-
ing (depending on plantj
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 lnlet cylinder cooler pump 4177 Stand-by pump charge air cooler
3177 Stand-by pump cylinder cooling 4171, 4199 lnlet charge air cooler (Stage 2j
3199 Outlet HT cylinder cooling water 3179, 4179 lnlet pre-heating
3471, 3499 lnlet/outlet nozzle cooling 4184 Outlet for compressor wheel cool-
ing
4173 lnlet charge air cooler pump (Stage 1j 4197 lnlet charge air cooler (Stage 1j
Drains and ventings are not shown.
Connection to the nozzle cooling module
N1, N2 Return/feeding of engine nozzle cooling
water
N3, N4 lnlet/outlet LT cooling water
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5.3.4 Cooling water collecting and supply system
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T-074/Cooling water collecting tank (not indicat-
ed in the diagramj
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 main-
tenance purposes.
This is necessary to meet the requirements with
regard to environmental protection (water has
been treated with chemicalsj and corrosion inhi-
bition (re-use of conditioned cooling waterj.
P-031/Transfer pump (not indicated in the dia-
gramj
The content of the collecting tank can be dis-
charged into the expansion tanks by a fresh wa-
ter transfer pump.
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5.3.5 Miscellaneous items
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Piping
For piping, black steel pipe should be used.
Treatment of the cooling water as specified by
MAN Diesel & Turbo will safely protect the inner
pipe walls against corrosion.
piping of the system as all additives contained in
the engine cooling water attack zinc.
Moreover, there is the risk of the formation of lo-
cal electrolytic element couples where the zinc
layer has been worn off, and the risk of aeration
corrosion where the zinc layer is not properly
bonded to the substrate.
Please see the instructions in our Work card
6682 000.16 - 01E for cleaning of steel pipes
before fitting.
Pipe branches must be fitted to discharge in the
direction of flow in a flow-conducive manner.
venting is to be provided at the highest points of
the pipe system and drain openings at the low-
est points.
Cooling water pipes are to be designed accord-
ing to pressure class PN 6, flanges and engine
connections are often designed according to
PN 10.
Turbocharger washing equipment
The turbocharger of engines operating on heavy
fuel oil must be washed at regular intervals. This
requires the installation of a fresh water supply
line from the sanitary system to the turbine
washing equipment and two dirty-water drain
pipes via a funnel (for visual inspectionj to the
sludge tank.
The lance must be removed after every washing
process. This is a precautionary measure, which
serves to prevent an inadvertent admission of
water to the turbocharger.
The compressor washing equipment is com-
pletely mounted on the turbocharger and is sup-
plied with fresh water from a small tank.
For further information see the turbocharger
project guide. You can also find the latest up-
dates on our website www.mandieselturbo.com
under:"Turbomachinery > Turbocharger > Axial
Flow > TCA Series" and "Turbomachinery >
Turbocharger > Radial Flow > TCR Series".
Sea water pump
A self-priming service and standby pump, and a
harbor pump for the Diesel GenSets must be in-
stalled. For calculating the delivery rate, the heat
to be dissipated in the LT and HT circuit is to be
taken in consideration.
Delivery volume v:
v Delivery volume m/h
Q Total heat to be dissipated kJ/h
t2 - t1 Temperature difference C
cp specific heat 4.2 kJ/kg.K
The maximum permissible seawater tempera-
ture also depends on the type (plates or tubesj
and the corrosion resistance of the coolers and
has to be specified by the cooler manufacturer.
We recommend that a seawater outlet tempera-
ture of 48 C is not exceeded.
Sea water filters
lt protects the system against rough dirt. For
vessels with only one seawater box a reversible
duplex filter is recommended. The mesh size
should be in a range of 2 - 4 mm. For dredgers
operating predominantly in sandy waters, a
mesh size of 0.3 - 0.5 mm is recommended.
v
Q
t2 t1 ( ) cp 1000
----------------------------------------------------- =
Page 5 - 64 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 G-BA
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5.3.6 Cleaning of charge air cooler (built-in conditionj by a ultrasonic device
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5.3.6 Cleaning of charge air cooler (built-in conditionj by a ultrasonic
device
The cooler bundle can be cleaned without being
removed. Prior to filling with cleaning solvent,
the charge air cooler and its adjacent housings
must be isolated from the turbocharger and
charge air pipe using blind flanges.
The casing must be filled and drained with a
big firehose with shut-off valve (see P & lj.
All piping dimensions execute in DN 80.
When contamination with oil, fill the charge
air cooler casing with fresh water and a liquid
washing-up additive.
lnput the sono pusher after addition of the
cleaning agent in default dosing portion.
Flushing with fresh water (Quantity: approx.
2x to fill in and to drainj.
The contaminated water must be cleaned after
every sequence and must be drained into the
dirty water collecting tank.
Note!
When using the cleaning agents:
The instructions of the manufacturers must be
observed.
Attention is to be paid to their safety-relevant
data sheets.
The temperature of these products has, (due to
the fact that some of them are inflammablej, to
be at 10 C lower than the respective flash point.
The waste disposal instructions of the manufac-
turers must be observed.
Follow all terms and conditions of the Classifica-
tion Societies.
Designation Manufacturer
Aquabreak PX Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
Environclean Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
Enviromate 2000 Drew Chemical Corp.
Boonton
New Jersey/USA
Eskaphor N6773 Haug Chemie GmbH
Breite Seite 14 - 16
74889 Sinsheim/Germany
Table 5-15 Recommended cleaning medium
lncrease in differential pressure
1j
1j
lncrease in differential pressure = actual condition - New condition (mm WCj.
Degree of fouling Cleaning period (guide valuej
< 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 5-16 Degree of fouling of the charge-air cooler
5.3.6 Cleaning of charge air cooler (built-in conditionj by a ultrasonic device
Page 5 - 66 A-BA
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Figure 5-20 Principle layout
Legend
1 lnstallation ultrasonic cleaning
2 Firehose with sprag nozzle
3 Firehose
4 Dirty water collecting tank
1j
1j
Required size of dirty water collecting tank:
volume at the least 4-multiple charge air cooler volume.
5 ventilation
A lsolation with blind flanges
5.3.7 Turbine washing device, HFO-operation
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Figure 5-21 Cleaning turbine
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5.3.8 Nozzle cooling system and diagram
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General
ln HFO operation, the nozzles of the fuel injec-
tion valves are cooled by fresh water circulation,
therefore a nozzle cooling water system is re-
quired. lt is a separate and closed system re-
cooled by the LT cooling water system, but not
directly in contact with the LT cooling water. The
nozzle cooling water is to be treated with corro-
sion inhibitor according to MAN Diesel & Turbo
specification see "Section 4.9: Specification for
engine cooling water, page 4-37".
Note!
ln Diesel engines designed to operate prevalent-
ly on HFO the injection valves are to be cooled
during operation on HFO. ln the case of MGO or
MDO operation exceeding 72 h, the nozzle cool-
ing is to be switched off and the supply line is to
be closed. The return pipe, however, has to re-
main open.
ln Diesel engines designed to operate exclusive-
ly on MGO or MDO (no HFO operation possiblej,
nozzle cooling is not required. The nozzle cool-
ing system is omitted.
ln dual fuel engines (liquid fuel and gasj the noz-
zles are to be cooled according to the engine
design.
P-005/Cooling water pump
The centrifugal (non self-primingj pump dis-
charges the cooling water via cooler HE-005 and
the strainer FlL-021 to the header pipe on the
engine and then to the individual injection
valves. From here, it is pumped through a mani-
fold into the expansion tank from where it re-
turns to the pump.
One system can be installed for two engines.
T-076/Expansion tank
For the installation height above the crankshaft
centerline see "Section: Planning data for emis-
sion standard lMO Tier ll".
lf there is not enough room to install the tank at
the prescribed height, an alternative pressure
system of modular design is available, permit-
ting installation at the engine room floor level
next to the engine (see system drawing over-
leafj.
The system is to be closed with an over-/under-
pressure valve on tank top to prevent flashing to
steam.
HE-005/Cooler
The cooler is to be connected in the LT cooling
water circuit according to schematic diagram.
Cooling of the nozzle cooling water is effected
by the LT cooling water.
lf an antifreeze is added to the cooling water, the
resulting lower heat transfer rate must be taken
into consideration. The cooler is to be provided
with venting and draining facilities.
TCv-005/Temperature control valve
The temperature control valve with thermal-ex-
pansion elements regulates the flow through the
cooler to reach the required inlet temperature of
the nozzle cooling water. lt has a regulating
range from approx. 50 C (valve begins to open
the pipe from the coolerj to 60 C (pipe from the
cooler completely openj.
FlL-021/Strainer
To protect the nozzles for the first commission-
ing of the engine a strainer has to be provided.
The mesh size is 0.25 mm.
TE/Temperature sensor
The sensor is mounted upstream of the engine
and is delivered loose by MAN Diesel & Turbo.
Wiring to the common engine terminal box is
present.
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Figure 5-22 Nozzle cooling system
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Legend
D-001 Diesel engine T-076 Nozzle cooling water expansion tank
FlL-021 Strainer, cooling water system, for
commissioning
TCv-005 Temperature control valve for nozzle
cooling 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
Page 5 - 72 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 L-BA
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5.3.9 Nozzle cooling water module
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Purpose
The nozzle cooling water module serves for
cooling 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 injec-
tion nozzles. The return pipe is routed back to
the service tank, via a sight glass. Through the
sight glass, the nozzle cooling water can be
checked for contamination. The heat exchanger
is integrated in the LT cooling water system. By
means of a temperature control valve, the nozzle
cooling water temperature upstream of the noz-
zles is kept constant. The performance of the
service pump is monitored within the module by
means of a flow switch. lf required, the optional
standby pump integrated in the module, is start-
ed.
Throughput 0.8 - 10.0 m/h nozzle cooling wa-
ter, 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
lMO Tier ll".
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Figure 5-23 Example: Compact nozzle cooling water module
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Figure 5-24 Nozzle cooling water module
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Legend
D-001 Diesel engine T-076 Nozzle cooling water expansion tank
FlL-021 Strainer for commissioning TCv-005 Temperature control valve for nozzle
cooling water
HE-005 Nozzle cooling water cooler 3401 Nozzle cooling water inlet
MOD-005 Nozzle cooling water module 3411 Nozzle cooling water outlet
P-005 Nozzle cooling water pump 3451 Nozzle cooling water drain
T-039 Cooling water storage tank
5.3.10 Preheating module
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Figure 5-25 Example: Compact preheating cooling water module
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5.4.1 Marine diesel oil (MDOj treatment system
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5.4 Fuel oil system

Figure 5-26 MDO treatment system
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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 T-071 Clean leakage fuel tank
5.4.2 Marine diesel oil (MDOj supply system for diesel engines
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Figure 5-27 Fuel supply (MDOj - Single engine plant
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Legend
CF-003 MDO Separator T-006 Leakage oil collecting tank
D-001 Diesel engine T-015 Diesel oil storage tank
FlL-003 Automatic filter, 10 ball passage T-021 Sludge tank
FlL-013 Fuel duplex filter T-071 Clean leakage fuel tank
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 Clean leakage fuel drain for re-use
1,2 P-008 Supply pumps 5299 MDO outlet
1,2 STR-010 Strainer 9197 Dirty oil drain from pump bank, coupling side
1,2 T-003 MDO service tank 9199 Dirty oil drain from pump bank, free end
D-BB 32/40CR, 48/60CR Page 5 - 83
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Figure 5-28 Fuel supply (MDOj - Twin engine plant
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Legend
CF-003 MDO separator T-006 Leakage oil collecting tank
1,2 D-001 Diesel engine T-015 MDO storage tank
1,2 FBv-010 Flow balancing valve T-021 Sludge tank
FlL-003 Automatic filter, 10 ball passage T-071 Clean leakage fuel tank
FlL-013 Fuel duplex filter 5271 MDO inlet
1,2 FSH-001 Leakage fuel oil monitoring tank 5293 Leakage fuel pipe from supervising
1,2 HE-007 MDO cooler 5294 Clean leakage fuel drain for re-use
PCv-008 Pressure retaining valve 5299 MDO outlet
1,2 PCv-011 Spill valve 5271 MDO inlet
1,2 P-008 Supply pumps 9197 Dirty oil drain from pump bank, coupling side
1,2 STR-010 Strainer 9199 Dirty oil drain from pump bank, free end
1,2 T-003 MDO service tank
5.4.3 Heavy fuel oil (HFOj treatment system
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A prerequisite for safe and reliable engine oper-
ation with a minimum of servicing is a properly
designed and well-functioning fuel oil treatment
system.
The schematic diagram shows the system com-
ponents required for fuel treatment for HFO.
Bunker
Fuel compatibility problems are avoidable if mix-
ing of newly bunkered fuel with remaining fuel
can be prevented by a suitable number of bun-
kers.
Heating coils in bunkers to be designed so that
the HFO in it is at a temperature of at least 10 C
minimum above the pour point.
P-038/Transfer pump
The transfer pump discharges fuel from the bun-
kers into the settling tanks. Being a screw pump,
it handles the fuel gently, thus prevent water be-
ing emulsified in the fuel. lts capacity must be
sized so that complete settling tank can be filled
in s 2 hours.
T-016/Settling tank for HFO
Two settling tanks should be installed, in order to
obtain thorough pre-cleaning and to allow fuels
of different origin to be kept separate.
Size
Pre-cleaning by settling is the more effective the
longer the solid material is given time to settle.
The storage capacity of the settling tank should
be designed to hold at least a 24-hour supply of
fuel at full load operation, including sediments
and water the fuel contains.
The minimum volume (vj to be provided is:
v Minimum volume . . . . . . . . . . . . . . . . . . m
P Engine rating . . . . . . . . . . . . . . . . . . . . . kW
Tank heating
The heating surfaces should be so dimensioned
that the tank content can be evenly heated to
75 C within 6 to 8 hours.
The supply of heat should be automatically con-
trolled, depending upon the fuel oil temperature.
ln order to avoid:
agitation of the sludge due to heating, the
heating coils should be arranged at a suffi-
cient distance from the tank bottom.
the formation of asphaltene, the fuel oil tem-
perature should not be allowed to exceed
75 C.
the formation of carbon deposits on the heat-
ing surfaces, the heat transferred per unit sur-
face must not exceed 1.1 W/cm.
Design
The tank is to be fitted with baffle plates in lon-
gitudinal and transverse direction in order to re-
duce agitation of the fuel in the tank in rough
seas as far as possible. The suction pipe of the
separator must not reach into the sludge space.
One or more sludge drain valves, depending on
the slant of the tank bottom (preferably 10j, are
to be provided at the lowest point. Tanks reach-
ing to the ship hull must be heat loss protected
by a cofferdam. The settling tank is to be insulat-
ed against thermal losses.
Sludge must be removed from the settling tank
before the separators draw fuel from it.
T-021/Sludge tank
lf disposal by an incinerator plant is not planned,
the tank has to be dimensioned so that it is ca-
pable to absorb all residues which accumulate
during the operation in the course of a maximum
duration of voyage. ln order to render emptying
of the tank possible, it has to be heated. The
heating is to be dimensioned so that the content
of the tank can be heated to approx. 60 C
v
5 7 P ,
1000
------------------- =
Page 5 - 86 32/40CR, 48/60CR D-BB
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P-015/Heavy fuel supply pump
The supply pumps should preferably be of the
free-standing type, i. e. not mounted on the sep-
arator, as the delivery volume can be matched
better to the required throughput.
H-008/Preheater for HFO
To reach the separating temperature a preheater
matched to the fuel viscosity has to be installed.
CF-002/Separator
As a rule, poor quality, high viscosity fuel is used.
Two new generation separators must therefore
be installed.
From Alfa Laval: Alcap, type SU
From Westfalia: Unitrol, type OSE
Separators must always be provided in sets of 2
of the same type
1 service separator
1 stand-by separator
of self-cleaning type.
As a matter of principle, all separators are to be
equipped with an automatic programme control
for continuous desludging and monitoring.
Mode of operation
The stand-by separator is always to be put into
service, to achieve the best possible fuel clean-
ing effect with the separator plant as installed.
The piping of both separators is to be arranged
in accordance with the makers advice, prefera-
bly for both parallel and series operation.
The discharge flow of the free-standing dirty oil
pump is to be split up equally between the two
separators in parallel operation.
The fresh water supplied must be treated as
specified by the separator supplier.
Size
The separators are dimensioned in accordance
with the separator manufacturers' guidelines.
The required flow rate (Qj can be roughly deter-
mined by the following equation:

Q Separator flow rate . . . . . . . . . . . . . . . . . l/h
P Engine rating . . . . . . . . . . . . . . . . . . . . . kW
b
e
Fuel consumption (see belowj . . . . . g/kWh
Density at separating temp. approx. 0.93 kg/l
With the evaluated flow rate the size of separator
has to be selected according to the evaluation
table of the manufacturer. MAN Diesel & Turbo
strictly recommend to use evaluation tables ac-
cording to a "certified flow rate" (CFRj. The sep-
arator rating stated by the manufacturer should
be higher than the flow rate (Qj calculated ac-
cording to the above formula.
By means of the separator flow rate which was
determined in this way, the separator type, de-
pending on the fuel viscosity, is selected from
the lists of the separator manufacturers.
For determining the maximum fuel consumption
(bej, increase the specific table value by 15 %.
This increase takes into consideration:
Tropical conditions
The engine-mounted pumps
The calorific value fluctuations
The consumption tolerance
Points for drawing fuel oil samples are to be pro-
vided upstream and downstream of each sepa-
rator, to verify the effectiveness of these system
components.
Q
P b
e
---------------- =
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Figure 5-29 HFO treatment system
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Legend
1, 2 CF-002 Heavy fuel separator (1 service, 1 standbyj 1, 2 T-016 Settling tank for heavy fuel oil
1, 2 H-008 Heavy fuel preheater T-021 Sludge tank
MOD-008 Fuel oil module 1, 2 T-022 Service tank for heavy fuel oil1 2 CF-002
1, 2 P-015 Heavy fuel oil supply pump T-071 Clean leakage fuel tank
1, 2 P-018 Heavy fuel transfer pump
5.4.4 Heavy fuel oil (HFOj supply system
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To ensure that high-viscosity fuel oils achieve
the specified injection viscosity, a preheating
temperature is necessary, which may cause de-
gassing problems in conventional, pressureless
systems.
A remedial measure is adopting a pressurised
system in which the required system pressure is
1 bar above the evaporation pressure of water.
The indicated pressures are minimum require-
ments due to the fuel characteristic. Neverthe-
less, to meet the required fuel pressure at the
engine inlet (see "Section: Planning data for
emission standard lMO Tier ll"j, the pressure in
the mixing tank and booster circuit becomes
significant higher as indicated in this table.
T-022/Heavy fuel oil service tank
The heavy fuel oil cleaned in the separator is
passed to the service tank, and as the separa-
tors are in continuous operation, the tank is al-
ways kept filled. To fulfil this requirement it is
necessary to fit the heavy fuel oil service tank
T-022 with overflow pipes, which are connected
with the setting tanks T-016. The tank capacity
is to be designed for at least eight-hours' fuel
supply at full load so as to provide for a sufficient
period of time for separator maintenance. The
tank should have a sludge space with a tank
bottom inclination of preferably 10, with sludge
drain valves at the lowest point, and is to be
equipped with heating coils.
The sludge must be drained from the service
tank at regular intervals.
The heating coils are to be designed for a tank
temperature of 75 C.
The rules and regulations for tanks issued by the
classification societies must be observed.
Fuel
lnjection viscosity
1j
1j
For fuel viscosity depending on fuel temperature please see "Section 4.8: viscosity-temperature diagram (vT diagramj,
page 4-35".
Temperature after
final preheater
Evaporation
pressure
Required system
pressure
mm/50 C mm/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 lnjection viscosity and temperature after final preheater
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T-003/MDO/MGO service tank
The classification societies specify that at least
two service tanks are to be installed on board.
The minimum volume of each tank should, in ad-
dition to the MDO/MGO consumption of the
generating sets, enable an eight-hour full load
operation of the main engine.
Cleaning of the MDO/MGO by an additional
separator should, in the first place, be designed
to meet the requirements of the diesel alternator
sets on board. The tank should be provided, like
the heavy fuel oil service tank, with a sludge
space with sludge drain valve and with an over-
flow pipe from the MDO/MGO service tank
T-003 to the MDO/MGO storage tank T-015.
CK-002/Three way valve
This valve is used for changing over from
MDO/MGO operation to heavy fuel operation
and vice versa. Normally it is operated manually,
and it is equipped with two limit switches for re-
mote indication and suppression of alarms from
the viscosity measuring and control system dur-
ing MDO/MGO operation.
STR-010/Y-type strainer
To protect the feed pumps, an approx. 0.5 mm
gauge (sphere-passing meshj strainer is to be
installed at the suction side of the pump.
P-018/Supply pump
The volumetric capacity must be at least 160 %
of max. fuel consumption.
The delivery height of the supply pump shall be
selected according to the required system pres-
sure (see "Table 5-17: lnjection viscosity and
temperature after final preheater"j the required
pressure in the mixing tank and the resistance of
the automatic filter, flow meter and piping sys-
tem.
Q
P1
= P
1
x br
lSO
x f
4
Required supply pump delivery
capacity with HFO at 90 C:
Q
P1
l/h
Engine output at 100 % MCR: P
1
kW
Specific engine fuel consumption
(lSOj at 100 % MCR
br
lSO
g/kWh
Factor for pump dimensioning
- For diesel engines operating on
main fuel HFO:
f
4
= 2.00 x 10
-3
- For diesel engines installed in
dredgers operating on main fuel
HFO:
f
4
= 2.02 x 10
-3
f
4
l/g
Note!
The factor f
4
includes the following parameters:
- 160 % fuel flow
- Main fuel: HFO 380 mm
2
/50 C
- Attached lube oil and cooling water pumps
- Tropical conditions
- Realistic lower heating value
- Specific fuel weight at pumping temperature
- Tolerance
ln case more than one engine is connected to the same
fuel system, the pump capacity has to be increased
accordingly.
Table 5-18 Simplified supply pump dimensioning
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lt is recommended to install supply pumps de-
signed for the following pressures:
Engines with conventional fuel injection system:
Design delivery height 7.0 bar, design output
pressure 7.0 bar g.
Engines common rail injection system: Design
delivery height 8.0 bar, design output pressure
8.0 bar g.
HE-025/Finned-tube cooler
lf no fuel is consumed in the system while the
pump is in operation, the finned-tube cooler pre-
vents excessive heating of the fuel.
lts cooling surface must be adequate to dissi-
pate the heat that is produced by the pump to
the ambient air.
PCv-009/Pressure limiting valve
This valve is used for setting the required system
pressure and keeping it constant.
lt 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.
Fil-003/Automatic filter
Only filters have to be used, which cause no
pressure drop in the system during flushing.
Design criterion is the filter area load specified
by the filter manufacturer. The automatic filter
has to be installed in the plant (is not attached
on the enginej.
T-011/Mixing tank
The mixing tank compensates pressure surges
which occur in the pressurised part of the fuel
system. For this purpose, there has to be an air
cushion in the tank. As this air cushion is ex-
hausted during operation, compressed air (max.
10 barj has to be refilled via the control air con-
nection from time to time.
Conventional fuel
injection system
32/40,
48/60B, 58/64
Common rail
injection system
32/40CR, 32/44CR,
48/60CR
Positive pressure at the fuel module inlet due to tank
level above fuel module level
- 0.10 0.10
Pressure loss of the pipes between fuel module inlet and
mixing tank inlet
+ 0.20 0.20
Pressure loss of the automatic filter + 0.80 0.80
Pressure loss of the fuel flow measuring device + 0.10 0.10
Pressure in the mixing tank + 5.70 s 6.70
Operating delivery height of the supply pump = 6.70 s 7.70
Table 5-19 Example for the determination of the expected operating delivery height of the supply pump
Conven-
tional fuel
injection sys-
tem
32/40,
48/60B,
58/64
Common rail
injection sys-
tem
32/40CR,
32/44CR,
48/60CR
Filter mesh width
(mmj
0.034 0.010
Design pressure PN10 PN10
Table 5-20 Required filter mesh width (sphere passing
meshj
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Before prolonged shutdowns the system is
changed over to MDO/MGO operation. The tank
volume shall be designed to achieve gradual
temperature equalisation within 5 minutes in the
case of half-load consumption.
The tank shall be designed for the maximum
possible service pressure, usually approx.
10 bar and is to be accepted by the classifica-
tion 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 emis-
sion standard lMO Tier ll" and the pressure loss-
es of the installed components and pipesj.
This example demonstrates, that the calculated
operating pressure in the mixing tank is (for all
HFO viscositiesj higher than the min. required
fuel pressure (see "Table 5-17: lnjection viscos-
ity and temperature after final preheater"j.
Conventional fuel
injection system
32/40,
48/60B, 58/64
Common rail
injection system
32/40CR, 32/44CR,
48/60CR
bar
Required max. fuel pressure at engine inlet + 8.00 12.00
Pressure difference between fuel inlet and outlet engine - 2.00 > 5.00
Pressure loss of the fuel return pipe between engine outlet
and mixing tank inlet, e. g.
- 0.30 0.30
Pressure loss of the flow balancing valve (to be installed
only in multi-engine plants, pressure loss approx. 0,5 barj
- 0.00 0.00
Operating pressure in the mixing tank = 5.70 s 6.70
Table 5-21 Example for the determination of the expected operating pressure of the mixing tank
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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
consumption at injection viscosity.
The delivery head of the booster pump is to be
adjusted to the total resistance of the booster
system.
Q
P2
= P
1
x br
lSO
x f
5
Required booster pump delivery
capacity with HFO at 145 C:
Q
P2
l/h
Engine output at 100 % MCR: P
1
kWh
(lSOj at 100 % MCR
br
lSO
g/kWh
Factor for pump dimensioning
- For diesel engines operating on main
fuel HFO:
f
5
= 3.90 x 10
-3
- For diesel engines installed in dredg-
ers operating on main fuel HFO:
f
5
= 3.94 x 10
-3
f
5
l/g
Note!
The factor f
5
includes the following parameters:
- 300 % fuel flow at 100 % MCR
- Main fuel: HFO 380 mm
2
/50 C
- Attached lube oil and cooling water pumps
- Tropical conditions
- Realistic lower heating value
- Specific fuel weight at pumping temperature
- Tolerance
fuel system, the pump capacity has to be increased
accordingly.
Table 5-22 Simplified booster pump dimensioning
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lt is recommended to install booster pumps de-
signed for the following pressures:
Design delivery height 7.0 bar, design output
pressure 10.0 bar g.
Engines common rail injection system: Design
delivery height 10.0 bar, design output pressure
14.0 bar g.
H-004/Final preheater
The capacity of the final-preheater shall be de-
termined on the basis of the injection tempera-
ture at the nozzle, to which 4 K must be added
to compensate for heat losses in the piping.
The piping for both heaters shall be arranged for
separate and series operation.
Parallel operation with half the throughput must
be avoided due to the risk of sludge deposits.
vl-001/viscosity measuring and control device
This device regulates automatically the heating
of the final-preheater depending on the viscosity
of the bunkered fuel oil, so that the fuel will reach
the nozzles with the viscosity required for injec-
tion.
Fil-013/Duplex filter
This filter is to be installed upstream of the en-
gine and as close as possible to the engine.
The emptying port of each filter chamber is to be
fitted with a valve and a pipe to the sludge tank.
lf the filter elements are removed for cleaning,
the filter chamber must be emptied. This pre-
vents the dirt particles remaining in the filter cas-
ing from migrating to the clean oil side of the
filter.
Design criterion is the filter area load specified
by the filter manufacturer.
Conventional fuel
injection system
32/40,
48/60B, 58/64
Common rail
injection system
32/40CR, 32/44CR,
48/60CR
bar
Pressure difference between fuel inlet and outlet engine + 2.00 > 5.00
Pressure loss of the flow balancing valve (to be installed
only in multi-engine plants, pressure loss approx. 0.5 barj
+ 0.00 0.00
Pressure loss of the pipes, mixing tank - engine mixing
tank, e. g.
+ 0.50 0.50
Pressure loss of the final preheater max. + 0.80 0.80
Pressure loss of the indicator filter + 0.80 0.80
Operating delivery height of the booster pump = 4.10 > 7.10
Table 5-23 Example for the determination of the expected operating delivery height of the booster pump
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FBv-010/Flow balancing valve (throttle valvej
The flow balancing valve at engine outlet is to be
installed only (one per enginej in multi-engine ar-
rangements connected to the same fuel system.
lt is used to balance the fuel flow through the en-
gines. Each engine has to be feed with its cor-
rect, individual fuel flow.
FSH-001/Leakage fuel monitoring tank
High pressure pump overflow and escaping fuel
from burst control pipes is carried to the moni-
toring tanks from which it is drained into the
leakage oil collecting tanks for clean and dirty
leakage oil. The float switch mounted in the
tanks must be connected to the alarm system.
All parts of the monitored leakage system (pipes
and monitoring tanksj have to be designed for a
fuel rate of 6.7 l/(minxCyl.j. The classification so-
cieties require the installation of monitoring
tanks for unmanned engine rooms. Lloyd's Reg-
ister specify monitoring tanks for manned en-
gine rooms as well.
T-006/Leakage oil collecting tank for fuel and
lube oil
Dirty leak fuel and leak oil are collected in the
leakage oil collecting tank. lt must be emptied
into the sludge tank.
Conventional fuel injec-
tion system
32/40, 48/60B, 58/64
Common rail
injection system
48/60CR
Common rail
injection system
32/40CR, 32/44CR
Filter mesh width (mmj
0.034 0.025
0.025 filter engine
mounted
Design pressure PN16
Required filter mesh width (sphere passing meshj.
Table 5-24 Required filter mesh width (sphere passing meshj
Engine Type Attached on
the engine
To be installed in
the plant close to
the engine
L32/40 - X
v32/40 - X
L32/40CR X -
v32/40CR X -
L32/44CR X -
v32/44CR X -
L48/60B - X
v48/60B - X
L48/60CR - X
v48/60CR - X
58/64 - X
Table 5-25 Position of the duplex filter
Engine
Type
Leakage fuel
monitoring
tanks
attached on
the engine
Leakage fuel moni-
toring tanks to be
installed in the plant
close to the engine
L32/40 - X
v32/40 - X
L32/40CR X -
v32/40CR X -
L32/44CR X -
v32/44CR X -
L48/60B X -
v48/60B - X
L48/60CR X -
v48/60CR X -
58/64 X -
Table 5-26 Position of the leakage fuel monitoring tank
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T-071 clean leakage fuel oil tank
High pressure pump overflow and other, clean
fuel oil that escapes from the common rail injec-
tion system is lead to an extra clean leakage fuel
oil collecting tank. From there it can be emptied
into to HFO setting tank. When the fuel oil sys-
tem is running in MDO-mode, clean leakage can
be pumped to the MDO storage tank.
MOv-017 controls the leakage flow.
Clean leakage fuel from T-071 can be used again
after passing the separator.
The amount of clean operation leakage differs in
a broad range, depending of the wear of the high
pressure pumps, the type of fuel oil and the op-
erating temperatures. A high flow of dirty leak-
age oil will occur in case of a pipe break, for
short time only (< 1 minj. Engine will run down
immediately after a pipe break alarm.
Leakage fuel flows pressure less (by gravity onlyj
from the engine into this tank (to be installed be-
low the engine connectionsj. Pipe clogging must
be avoided by trace heating and by a sufficient
downward slope. lt must be ensured that the
leakage fuel is well diluted with fresh fuel before
entering the engine again. Nevertheless, tank
T-006 is still required to collect lube oil leakages
from lube oil drains (and otherj.
ln case the described clean fuel oil leakage tank
T-071 is installed, leakages from the following
engine connections are to be conducted into
this tank:
The content of T-006 must not be added to the
engine fuel! lt can be burned for instance in a
waste oil boiler.
Points for drawing fuel oil samples are to be pro-
vided upstream and downstream of each filter,
to verify the effectiveness of these system com-
ponents.
Engine type Leak rate for
HFO
Leak rate for
MGO
l/cyl. x h l/cyl. x h
32/40 0.5 ... 1.0 0.6 . 1.1
48/60B 0.8 ... 1.3 0.9 . 1.5
58/64 1.0 ... 1.5 1.1 . 1.7
Table 5-27 Leak rate (fuel and lube oil togetherj for con-
ventional injection
Engine/Cylinder Operating leakage (cleanj [l/h| Max. leakage, in case of pipe break
(dirtyj [l/min| for max. 1 min.
HFO MDO MGO
6L 4.8 - 9.6 15 - 30 30 - 60 80
7,8,9L 7.2 - 14.4 22.5 - 45 45 - 90 120
12v 9.6 - 19.2 30 - 60 60 - 120 160
14,16,18v 14.4 - 28.8 45 - 90 90 - 180 240
Table 5-28 Leakage rate 48/60CR engine
Engine type Connection
L32/40CR 5694
v32/40CR 5694, 5691
L32/44CR 5143
v32/44CR 5143, 5144
L48/60CR 5694
v48/60CR 5694, 5691
Table 5-29 Connections fuel oil leakage tank
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HE-007/CK-003
MDO/MGO cooler/three way cock
The propose of the MDO/MGO cooler is to en-
sure that the viscosity of MDO/MGO will not be-
come too fluid in engine inlet.
With CK-003, the MDO/MGO cooler HE- 007
has to be opened when the engine is switched
over to MDO/MGO operation.
That way, the MDO/MGO, which was heated
while circulating via the injection pumps, is re-
cooled before it is returned to the mixing tank
T-011. Switching on the MDO/MGO cooler may
be effected only after flushing the pipes with
MDO/MGO. The MDO/MGO cooler is cooled by
LT cooling water.
The design pressure of the MDO cooler is
PN 16.

The cooler has to be dimensioned for a MDO
outlet temperature of 45 C, for very light MGO
grades even lower outlet temperatures are re-
quired.
P
C
= P
1
x br
lSO
x f
1
Q
C
= P
1
x br
lSO
x f
2
Cooler outlet temp. MDO/MGO
1j
:
- T
out
= 45 C
1j
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-tem-
perature diagram (vT diagramj, page 4-35"j.
T
out
C
Dissipated heat of the cooler P
C
kW
MDO flow for thermal dimensioning
of the cooler
2j
2j
The max. MDO/MGO throughput is identical to the de
livery quantity of the installed booster pump.
Q
c
l/h
Engine output at 100 % MCR P
1
kW
(lSOj at 100 % MCR:
br
lSO

g/k
Wh
Factor for dissipated heat
- f
1
= 2.01 x 10
-5
f
1
kWh
/g
Factor for MDO/MGO flow
- f
2
= 2.80 x 10
-3
f
2
l/g
Note!
fuel system, the cooler capacity has to be increased
accordingly.
Table 5-30 Simplified MDO-cooler dimensioning for
engines without common rail (32/40,
48/60B, 58/64j
Engine type Cooler capacity
32/40CR, 32/44CR 3.0 kW/cyl.
48/60CR 7.0 kW/cyl.
The max. MDO/MGO throughput is approx. identical to
the engine inlet fuel flow (=delivery quantity of the
installed booster pump in case of single engine plantsj.
Table 5-31 Dimensioning of the MDO-cooler for com-
mon rail engines
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PCv-011/Pressure limiting valve
ln case two engines are operated with one fuel
module, it has to be possible to separate one
engine at a time from the fuel circuit for mainte-
nance purposes. ln order to avoid a pressure in-
crease in the pressurised system, the fuel, which
cannot circulate through the shut-off engine, has
to be rerouted 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 operation (multi-engine operationj, is
exceeded.
v-002/Shut-off cock
The stop cock is closed during normal operation
(multi-engine operationj. When one engine is
separated from the fuel circuit for maintenance
purposes, 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. ln order
to protect 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 l.
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"j.
Material
The casing material of pumps and filters should
be EN-GJS (nodular cast ironj, in accordance to
the requirements of the classification societies.
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Figure 5-30 HFO supply system - Single engine plant
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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
FlL-003 Fuel oil automatic filter, 10 ball passage T-006 Leak oil tank
FlL-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 MDO/MGO 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 vl-001 viscosimeter
MOv-017 Leakage switch-over valve T-071 Clean leakage fuel tank
5671 HFO inlet 5699 HFO outlet
5693 Leakage fuel pipe for supervising 9197 Dirty oil drain from pump bank,
coupling side
5694 Clean leakage fuel drain for re-use 9199 Dirty oil drain from pump bank,
free end
* Engines 32/44CR, 58/64 and L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.
** Engine 32/44CR FlL-013 attached on the engine, 5671 upstream of FlL-013.
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Figure 5-31 HFO supply system - Twin engine plant
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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
FlL-003 Fuel oil automatic filter, 10 ball passage T-006 Leak oil tank
1,2 FlL-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 setting 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 vl-001 viscosimeter
MOv-017 Leakage switch-over valve T-071 Clean leakage fuel tank
5671 HFO inlet 5699 HFO outlet
5693 Leakage fuel pipe for supervising 9197 Dirty oil drain from pump bank,
coupling side
5694 Clean leakage fuel drain for re-use 9199 Dirty oil drain from pump bank,
free end
* Engines 32/44CR, 58/64 and L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.
** Engine 32/44CR FlL-013 attached on the engine, 5671 upstream of FlL-013.
5.4.5 Fuel supply at black out conditions
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Engine operation during short black out
The air pressure cushion in the mixing tank is
sufficient to press fuel from the mixing tank in
the engine 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 black out
The engine can start by use of a gravity fuel oil
tank (MDO/MGOj.
Engines with common rail injection system:
Supply 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
electrical grid, or it shall be air driven.
Note!
A fast filling of hot high pressure injection pumps
with cold MDO/MGO shortly after HFO-opera-
tion will lead to temperature shocks in the injec-
tion system and has to be avoided under any
circumstances.
Black out and/or black start procedures are to
be designed in a way, that emergency pumps
will supply cold, low viscosity fuel to the engines
only after a sufficient blending with hot HFO,
e.g. in the mixing tank.
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5.5.1 Starting air system
D-BB 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 105
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5.5 Compressed air system
Marine main engines
The compressed air supply to the engine plant
requires air vessels and air compressors of a ca-
pacity and air delivery rating which will meet the
requirements of the relevant classification soci-
ety (see "Section: Compressed air system -
Starting air vessels, compressors"j.
1 C-001, 2 C-001, 3 C-001/Air compressor
1 service compressor . . . . . . . . . . . . 1 C-001
1 auxiliary compressor . . . . . . . . . . . 2 C-001
1 Jet Assist compressor . . . . . . . . . . 3 C-001
These are multi-stage compressor sets with
safety valves, cooler for compressed air and
condensate traps.
The operational compressor is switched on by
the pressure control at low pressure, respective-
ly switched off at max. service pressure.
A max. service pressure of 30 bar is required.
The standard design pressure of the starting air
vessels is 30 bar and the design temperature is
50 C.
The service compressor is electrically driven, the
auxiliary compressor may also be driven by a
diesel engine. The capacity of both compres-
sors (1 C-001 and 2 C-001j is identical.
The total capacity of the compressors has to be
increased if the engine is equipped with Jet As-
sist. This can be met either by providing a larger
service compressor, or by an additional com-
pressor (3 C-001j.
For special operating conditions such as, e. g.,
dredging service, the capacity of the compres-
sors has to be adjusted to the respective re-
quirements of operation.
1 T-007, 2 T-007/Starting air vessels
The installation situation of the air vessels must
ensure a good drainage of condensed water. Air
vessels must be installed with a downward
slope sufficiently to ensure a good drainage of
accumulated condensate water.
The installation situation also has to ensure that
during emergency discharging of the safety
valve no persons can be compromised.
lt is not allowed to weld supports (or otherj on
the air vessels. The original design must not be
altered. Air vessels are to be bedded and fixed
by use of external supporting structures.
T-018/Air vessel for Jet Assist
Technical notes identical to 1 T-007, 2 T-
007/starting air vessels.
As an alternative it is possible to omit the sepa-
rate air vessel for Jet Assist (T-018j. ln this case,
the volume of the starting air vessels (1 T-007, 2
T-007j must be increased accordingly.
Piping
The main starting pipe (engine connection
7171j, connected to both air vessels, leads to
the main starting valve (MSv- 001j of the engine.
A second 30 bar pressure line (engine connec-
tion 7172j with separate connections to both air
vessels supplies the engine with control air. This
does not require larger air vessels.
A line branches off the aforementioned control
air pipe to supply other air-consuming engine
accessories (e. g. lube oil automatic filter, fuel oil
filterj with compressed air through a separate
30/8 bar pressure reducing station.
Page 5 - 106 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 D-BB
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A third 30 bar pipe is required for engines with
Jet Assist (engine connection 7177j. Depending
on the air vessel arrangement, this pipe can be
branched off from the starting air pipe near en-
gine or must be connected separately to the air
vessel for Jet Assist.
Additional connections on the air vessels are
provided for air requirements of the ship and for
the horn. The pipes to be connected by the ship-
yard have to be supported immediately behind
their connection to the engine. Further supports
are required at sufficiently short distance.
Other air consumers for low pressure, auxiliary
application (e.g. filter cleaning, TC cleaning,
pneumatic drivesj can be connected to the start
air system after a pressure reduction unit.
piping of the system.
General requirements of classification societies
The equipment provided for starting the engines
must enable the engines to be started from the
operating condition 'zero' with shipboard facili-
ties, i. e. without outside assistance.
Compressors
Two or more starting air compressors must be
provided. At least one of the air compressors
must be driven independently of the main en-
gine and must supply at least 50 % of the re-
quired total capacity.
The total capacity of the starting air compres-
sors is to be calculated so that the air volume
necessary for the required number of starts is
topped up from atmospheric pressure within
one hour.
The compressor capacities are calculated as fol-
lows:
As a rule, compressors of identical ratings
should be provided. An emergency compressor,
if provided, is to be disregarded in this respect.
Starting air vessels
The starting air supply is to be split up into not
less than two starting air vessels of about the
same size, which can be used independently of
each another.
For the sizes of the starting air vessels for the re-
spective engines see "Section: Compressed air
system - Starting air vessels, compressors".
Diesel-mechanical main engine:
For each non-reversible main engine driving a
C.P.-propeller, or where starting without counter
torque is possible, the stored starting air must
be sufficient for a certain number of starting ma-
noeuvres, normally 6 per engine. The exact
number of required starting manoeuvres de-
pends on the arrangement of the system and on
the special requirements of the classification so-
ciety.
Diesel-electric auxiliary engine:
For auxiliary marine engines, separate air tanks
shall only be installed in case of turbine-driven
vessels, or if the auxiliary sets in engine-driven
vessels are installed far away from the main
plant.
Diesel-electric main engine:
For each diesel-electric main engine the stored
starting air must be sufficient for a certain
number of starting manoeuvres, normally 6 per
engine. The exact number of required starting
manoeuvres depends on the number of engines
and on the special requirements of the classifi-
cation society.
P
v 30
1000
--------------- =
P
Total volumetric capacity of the
compressors
m/h
v
Total volume of the starting air
vessels at 30 bar or 40 bar serv-
ice pressure
litres
D-BB 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 107
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Calculation formula for starting air vessels see below:
lf other consumers (i. e. auxiliary engines, ship
air etc.j which are not listed in the formula are
connected to the starting air vessel, the capacity
of starting air vessel must be increased accord-
ingly, or an additional separate air vessel has to
be installed.
V V
st
f
Drive
z
st
z
Safe
+ ( )
V
Jet
5
sec
--------- z
Jet
t
Jet
V
sl
z
sl
f
Drive
+ +
\ .
| |
p
max
p
min
( ) =
v Required vessel capacity litre
v
st
Air consumption per nominal start
1j
1j
Tabulated values see "Section: Compressed air
system - Starting air vessels, compressors".
litre
f
Drive
Factor for drive type
(1.0 = Diesel-mechanic,
1.5 = alternator drivej
-
z
st
Number of starts required by the
classification society
-
z
Safe
Number of starts as safety margi -
v
Jet
Assist air consumption per
Jet Assist
1j
litre
z
Jet
Number of Jet Assist procedures
1j
-
t
Jet
Duration of Jet Assist procedures sec.
v
sl
Air consumption per slow turnlitre -
z
sl
Number of slow turn manoeuvres -
p
max
Maximum starting air pressure bar
p
min
Minimum starting air pressure bar
Page 5 - 108 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 D-BB
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Figure 5-32 Starting air system
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Legend
1 C-001 Starting air compressor (servicej T-018 vessel for Jet Assist only
2 C-001 Starting air compressor (stand-byj TR-005 Water trap
3 C-001 Compressor for Jet Assist 1, 2, 3 TR-006 Automatic condensate trap
FlL-001 Lube-oil automatic filter 7171 Engine inlet (main starting valvej
FlL-003 Fuel automatic filter 7172 Control air and emergency stop
M-019 valve for interlocking device 7177 Jet Assist (optionalj
MSv-001 Main starting valve 7451 Control air from switch gear
2 T-007 Starting air vessel 7461 Control air to switch gear
TY-001 Typhon 9771 Turbocharger dry cleaning (optionalj
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5.5.2 Starting air vessels, compressors
D-BD 48/60CR Page 5 - 111
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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 2-23: Starting air con-
sumption 48/60CR" in "Section 2.7.3: Starting air/control
air consumption, page 2-68".
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 air consumption per Jet Assist activation is
substantially determined by the respective tur-
bocharger design. The special feature for com-
mon rail engines, called Boost Injection, has
reduced the Jet Assist events that are relevant
for the layout of starting air vessels and com-
pressors considerably. For more information
concerning Jet Assist see "Section 5.5.3: Jet As-
sist, page 5-105".
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.
Page 5 - 112 48/60CR D-BD
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Propulsion plant with one main engine
1. General drive
2. Diesel-mechanical drive without shifting clutch
3. Diesel-mechanical drive with shifting clutch
1)
and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
1)
Starting air vessels: At least two starting air vessels of approximately equal size are required.
Engine 48/60CR 6L 7L 8L 9L 12V 14V 16V 18V
Min. required vessel capacity litre 1,470 1,470 1,540 1,540 1,750 1,750 2,100 2,100
Required vessels litre 2x710 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,250 2x1,250
Min. required compressor
capacity
m/h 43 43 60 60 60 60 75 75
Table 5-30 Starting air vessels, compressors-single-shaft vessel
1)
and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
1)
Required vessels litre 2x710 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,250 2x1,250
capacity
m/h 43 43 60 60 60 60 75 75
Table 5-31 Starting air vessels, compressors-single shaft vessel
1)
and compressor capacities (6 starts + 1 safety start, 3 x 5 sec. Jet Assist, 0 slow turn)
1)
Required vessels litre 2x1,000 2x1,000 2x1,250 2x1,250 2x1,500 2x1,500 2x1,750 2x2,000
capacity
m/h 60 60 75 75 90 90 105 120
D-BD 48/60CR Page 5 - 113
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4. Diesel-mechanical drive with shaft-driven alternator (> 50 % P
rated
)

5. Diesel-electrical drive
6. Diesel-electric offshore application Semisub production/drilling applications and drillships
1)
1)
capacity
m/h 60 60 60 75 90 90 90 105
1)
1)
capacity
m/h 105 90 105 120 150 150 165 180
1)
1)
capacity
m/h 135 150 165 165 195 195 240 300
Page 5 - 114 48/60CR D-BD
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7. Diesel-mechanical drive with frequent load changes e.g. ferries etc.
8. Dredger and high torque applications
Multiple engine plants
In this case the number of required starts is gener-
ally reduced. Three consecutive starts are required
per engine. The total capacity must be sufficient
for not less than 12 starts and need not exceed 18
starts.
1)
1)
capacity
m/h 60 60 60 75 90 90 105 120
1)
1)
capacity
m/h 90 90 120 120 150 150 165 210
5.5.3 Jet Assist
D-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR Page 5 - 115
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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)
5.5.3 Jet Assist
Page 5 - 116 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR D-BD
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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-
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.
5.6 Engine room ventilation and combustion air
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General information
Engine room ventilation system
lts purpose is:
Supplying the engines and auxiliary boilers
with combustion air
Carrying off the radiant heat from all installed
engines and auxiliaries
Combustion air
The combustion air must be free from spray wa-
ter, dust and oil mist.
This is achieved by:
Louvres, protected against the head wind,
with baffles in the back and optimally dimen-
sioned suction space so as to reduce the air
flow velocity to 1 - 1.5 m/s.
Self-cleaning air filter in the suction space (re-
quired for dust-laden air, e. g. cement, ore or
grain carrierj, with a medium degree of sepa-
ration, at least G4 according to DlN EN 779.
Sufficient space between the intake point and
the openings of exhaust air ducts from the
engine and separator room as well as vent
pipes from lube oil and fuel oil tanks and the
air intake louvres. (The influence of winds
must be taken into considerationj.
Positioning of engine room doors on the
ship's deck so that no oil-laden air and warm
engine room air will be drawn in when the
doors are open.
Arranging the separator station at a suffi-
ciently large distance from the turbochargers.
The combustion air is normally drawn in from the
engine room.
The MAN Diesel & Turbo turbochargers are fitted
with an air intake silencer and can additionally
be equipped with an air filter to meet with spe-
cial circumstances, in which case the cleaning
intervals for the compressor impeller of the tur-
bocharger and for the charge air cooler can be
extended.
This additional air intake filter will retain 95 % of
the particles larger than 10 m.
ln tropical service a sufficient volume of air must
be supplied to the turbocharger(sj at outside air
temperature. For this purpose there must be an
air duct installed for each turbocharger, with the
outlet of the duct facing the respective intake air
silencer, separated from the latter by a space of
1.5 m. No water of condensation from the air
duct must be allowed to be drawn in by the tur-
bocharger.
The air stream must not be directed onto the ex-
haust manifold.
ln intermittently or permanently arctic service
(defined as: air intake temperature of the engine
below +5 Cj special measures are necessary
depending on the possible minimum air intake
temperature. For further information see "Sec-
tion 2.3: Engine operation under arctic condi-
tions, page 2-27". lf necessary, steam heated air
preheaters must be provided.
For the required combustion air quantity, see
"Section: Planning data for emission standard
lMO Tier ll". Cross-sections of air supply ducts
are to be designed to obtain the following air
flow velocities:
Main ducts 8 - 12 m/s
Secondary ducts max. 8 m/s.
Air fans are to be designed so as to maintain a
positive air pressure of 50 Pa (5 mmWCj in the
engine room.
Page 5 - 118 A-BA
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Radiant heat
The heat radiated from the main and auxiliary
engines, from the exhaust manifolds, waste heat
boilers, silencers, alternators, compressors,
electrical equipment, steam and condensate
pipes, heated tanks and other auxiliaries is ab-
sorbed by the engine room air.
The amount of air v required to carry off this ra-
diant heat can be calculated as follows:
v Air required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m/h
Q Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . kJ/h
At Air temperature rise in engine room (10 - 12.5j . . . C
cp Specific heat capacity of air (1.01j . . . . . . . . kJ/kg-k
t Air density at 35 C (1.15j . . . . . . . . . . . . . . . . . kg/m
ventilator capacity
The capacity of the air ventilators (without sepa-
rator roomj 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 m
3
/kWh.
v
Q
At cp t
------------------------------- =
5.7.1 General information
D-AE Page 5 - 119
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5.7 Exhaust gas system
Layout
As the flow resistance in the exhaust system has
a very large influence on the fuel consumption
and the thermal load of the engine, the total re-
sistance of the exhaust gas system must not ex-
ceed 30 mbar.
Permissible values for special cases please con-
tact MAN Diesel & Turbo.
The pipe diameter to be selected depends on
the engine output, the exhaust gas volume, the
length and arrangement of the piping as well as
the number of bends. Sharp bends result in very
high flow resistance and should therefore be
avoided. lf necessary, pipe bends must be pro-
vided with cascades.
We recommend a guideline for the exhaust gas
velocity in the pipe of 40 m/s.
lnstallation
When installing the exhaust system, the follow-
ing 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 posi-
tions. One sturdy fixed-point support must be
provided for the expansion joint on the turbo-
charger. lt should be positioned, if possible,
immediately above the expansion joint in or-
der to prevent the transmission of forces to
the turbocharger, resulting from the weight,
thermal expansion or lateral displacement of
the exhaust piping.
The exhaust piping should be elastically hung
or supported by means of dampers in order
to keep the transmission of sound to other
parts of the ship to a minimum.
The exhaust piping is to be provided with wa-
ter drains, which are to be kept constantly
opened for draining the condensation water
or possible leak water from boilers.
During commissioning and maintenance
work, checking of the exhaust gas counter
pressure by means of a temporarily connect-
ed measuring device may become neces-
sary. For this purpose, a measuring socket is
to be provided approx. 1 - 2 m after the ex-
haust gas outlet of the turbocharger at an
easily acceptance place. Usual pressure
measuring devices require a measuring sock-
et size of 1/2". This measuring socket is to be
provided as to ensure utilisation without any
damage to the exhaust gas pipe insulation.
Page 5 - 120 D-AE
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5.7.2 Components and assemblies
D-AD Page 5 - 121
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Mode of operation
The silencer operates on the absorption princi-
ple which means that it is effective in a wide fre-
quency band. The flow path, which runs through
the silencer in a straight line, ensures optimum
noise reduction with minimum flow resistance.
lnstallation
lf possible, the silencer should be installed to-
wards the end of the exhaust line; the exact po-
sition can be adapted to the space available
(from vertical to horizontalj. ln case of silencers
with spark arrester, it must be ensured that the
cleaning ports are accessible.
lnsulation
The exhaust gas pipe system has to be insulated
to reduce the maximum surface temperature to
the required level and to avoid temperatures be-
low the dew point. So the complete exhaust gas
system (from outlet of turbocharger, silencer,
boiler to outlet stackj should be sufficiently insu-
lated, particularly when burning fuels with high
sulphur content.
Also to avoid temperatures below the dew point,
the exhaust gas piping to the outside, including
boiler and silencer, should be insulated to avoid
intensified corrosion and soot deposits on the
interior surface of the exhaust gas pipe. ln 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
flanges of the adaptor, must also be covered
with insulating collars, for reasons of safety.
lnsulation and covering of the compensator may
not restrict its freedom of movement.
The relevant provisions concerning accident
prevention and those of the classification socie-
ties must be observed.
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6 Engine room planning
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Engine room planning
6.1.1 General details
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6.1 lnstallation and arrangement
Apart from a functional arrangement of the com-
ponents, the shipyard is to provide for an engine
room layout ensuring good accessibility of the
components for servicing.
The cleaning of the cooler tube bundle, the emp-
tying of filter chambers and subsequent clean-
ing of the strainer elements, and the emptying
and cleaning of tanks must be possible without
any problem whenever required.
All of the openings for cleaning on the entire unit,
including those of the exhaust silencers, must
be accessible.
There should be sufficient free space for tempo-
rary storage of pistons, camshafts, exhaust gas
turbochargers etc. dismounted from the engine.
Additional space is required for the maintenance
personnel. The panels in the engine sides for in-
spection of the bearings and removal of compo-
nents must be accessible without taking up floor
plates or disconnecting supply lines and piping.
Free space for installation of a torsional vibration
meter should be provided at the crankshaft end.
A very important point is that there should be
enough room for storing and handling vital spare
parts so that replacements can be made without
loss of time.
ln 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 because the crankcase panels of each
must be accessible. Moreover, there must be
free space on both sides of each engine for re-
moving pistons or cylinder liners.
Note!
MAN Diesel & Turbo supplied scope is to be ar-
ranged and fixed by proven technical experienc-
es as per state of the art. Therefore the technical
requirements have to be taken in consideration
as described in the following documents subse-
quential:
Order related engineering documents
lnstallation documents of our sub-suppliers
for vendor specified equipment
Operating manuals for diesel engines and
auxiliaries
Project Guides of MAN Diesel & Turbo
Any deviations from the principles specified in
the a. m. documents provides a previous ap-
proval by us.
Arrangements for fixation and/or supporting of
plant related equipment attached to the scope
supplied by us, not described in the a. m. docu-
ments and not agreed with us are not allowed.
For damages due to such arrangements we will
not take over any responsibility.
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6.1.2 lnstallation drawings
L-BA 48/60CR Page 6 - 5
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Engine 6L, 7L48/60CR
Figure 6-1 lnstallation drawing 6+7L48/60CR - Turbocharger on coupling side
Page 6 - 6 48/60CR L-BA
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Figure 6-2 lnstallation drawing 6+7L48/60CR - Turbocharger on counter coupling side
L-BA 48/60CR Page 6 - 7
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Figure 6-3 lnstallation drawing 8+9L48/60CR - Turbocharger on coupling side
Page 6 - 8 48/60CR L-BA
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Figure 6-4 lnstallation drawing 8+9L48/60CR - Turbocharger on counter coupling side
L-BA 48/60CR Page 6 - 9
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Figure 6-5 lnstallation drawing 12v, 14v, 16v48/60CR - Turbocharger on coupling side
Page 6 - 10 48/60CR L-BA
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Figure 6-6 lnstallation drawing 12v, 14v, 16v48/60CR - Turbocharger on counter coupling side
L-BA 48/60CR Page 6 - 11
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Engine 18v48/60CR
Figure 6-7 lnstallation drawing 18v48/60CR - Turbocharger on coupling side
Page 6 - 12 48/60CR L-BA
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Engine 18v48/60CR
Figure 6-8 lnstallation drawing 18v48/60CR - Turbocharger on counter coupling side
6.1.3 Removal dimensions of piston and cylinder liner
K-BA 48/60CR Page 6 - 13
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Figure 6-9 Piston removal L48/60CR
Page 6 - 14 48/60CR K-BA
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Figure 6-10 Cylinder liner removal L48/60CR
K-BA 48/60CR Page 6 - 15
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Figure 6-11 Piston removal v48/60CR
Page 6 - 16 48/60CR K-BA
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Figure 6-12 Cylinder liner removal v48/60CR
6.1.4 3D Engine viewer- A support programme to configure the engine room
L-BA 48/60CR Page 6 - 17
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6.1.4 3D Engine viewer-
A support programme to configure the engine room
MAN Diesel & Turbo offers a free-of-charge on-
line programme for the configuration and provi-
sion of installation data required for installation
examinations 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 en-
gine room.
ln order to be able to use the 3D Engine, respec-
tively GenSet viewer, please register on our
website under:
https://dieselport.mandiesel.com/_layouts/Re-
questForms/Open/CreateUser.aspx
After successful registration, the 3D Engine and
GenSet viewer is available under
http://dieselport/ProjectTools/3Dviewer/dis-
play.aspx
by clicking onto the requested application.
ln only three steps, you will obtain professional
engine 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 require-
ments. 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 geo-
metric and planning-relevant attributes (e. g.
connection points, interfering edges, exhaust
gas outlets, etc.j required for the integration
of the model into your project.
The configuration with the selected engines can
now be easily downloaded. For 2D representa-
tion as .pdf or .dxf, for 3D as .dgn, .sat, .igs or
3D-dxf.
Page 6 - 18 48/60CR L-BA
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Figure 6-13 Selection of engine
Figure 6-14 Preselection for the configuration 1
L-BA 48/60CR Page 6 - 19
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Figure 6-17 lsometric view of the engine
Figure 6-18 Dismantling view
L-BA 48/60CR Page 6 - 21
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Figure 6-19 Dismantling areas
Page 6 - 22 48/60CR L-BA
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6.1.5 Comparison of engine arrangements
D-BB 48/60CR Page 6 - 23
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Figure 6-20 Charge air cooler removal upwards or sidewards; L48/60CR
Page 6 - 24 48/60CR D-BB
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Figure 6-21 Charge air cooler removal upwards or sidewards; v48/60CR
6.1.6 Lifting appliance
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Lifting gear with varying lifting capacities are to
be provided for servicing and repair work on the
engine, turbocharger and charge-air cooler.
Engine
Lifting capacity
An overhead travelling crane is required which
has a lifting power equal to the heaviest compo-
nent that has to be lifted during servicing of the
engine. To choose the recommended crane ca-
pacity see "Table 6-1: Lifting capacity"
Crane arrangement
The rails for the crane are to be arranged in such
a way that the crane can cover the whole of the
engine beginning at the exhaust pipe. The hook
position must reach along the engine axis, past
the centreline of the first and the last cylinder, so
that valves can be dismantled and installed
without pulling at an angle. Similarly, the crane
must be able to reach the tie rod at the ends of
the engine. ln cramped conditions, eyelets must
be welded under the deck above, to accommo-
date a lifting pulley.
The required crane capacity is to be determined
by the crane supplier.
Crane design
lt is necessary that:
there is an arresting device for securing the
crane while hoisting if there is a seaway
there is a two-stage lifting speed
Precision hoisting = 0.5 m/min
Normal hoisting = 2 - 4 m/min
Places of storage
ln planning the arrangement of the crane, a stor-
age space must be provided in the engine room
for the dismantled engine components which
can be reached by the crane. lt should be capa-
ble of holding two rocker arm casings, two cyl-
inder covers and two pistons. lf the cleaning and
service work is to be carried out here, additional
space for cleaning troughs and work surfaces
should be planned for.
Engine type 32/44CR 32/40 48/60B
48/60CR
51/60DF
58/64
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
crane
1,000 1,000 L=2,000
v=2,500
3,000
Table 6-1 Lifting capacity
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Transport to the workshop
Grinding of valve cones and valve seats is car-
ried out in the workshop or in a neighbouring
room.
Transport rails and appropriate lifting tackle are
to be provided for the further transport of the
complete cylinder cover from the storage space
to the workshop. For the necessary deck open-
ings, see turbocharger casing.
Turbocharger
Hoisting rail
A hoisting rail with a mobile trolley is to be pro-
vided over the centre of the turbocharger run-
ning parallel to its axis, into which a lifting tackle
is suspended with the relevant lifting power for
lifting the parts, which are mentioned in the ta-
bles ("Paragraph: Lifting capacity, page 6-25"j,
to carry out the operations according to the
maintenance schedule.
Withdrawal space dimensions
The withdrawal space dimensions shown in our
dimensioned sketch (see "Section 6.1.3: Re-
moval dimensions of piston and cylinder liner,
page 6-13" j and the tables ("Paragraph: Hoist-
ing rail, page 6-26" j are needed in order to be
able to separate the silencer from the turbo-
charger. The silencer must be shifted axially by
this distance before it can be moved laterally.
ln addition to this measure, another 100 mm are
required for assembly clearance.
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
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
silencer
mm
130 + 100 150 + 100
Table 6-4 Hoisting rail for TCR turbocharger
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This is the minimum distance that the silencer
must be from a bulkhead or a tween-deck. We
recommend that a further 300 - 400 mm be
planned for as working space.
Make sure that the silencer can be removed ei-
ther downwards or upwards or laterally and set
aside, to make the turbocharger accessible for
further servicing. Pipes must not be laid in these
free spaces.
Fan shafts
The engine combustion air is to be supplied to-
wards the intake silencer in a duct ending at a
point 1.5 m away from the silencer inlet. lf this
duct impedes the maintenance operations, for
instance the removal of the silencer, the end
section of the duct must be removable. Suitable
suspension lugs are to be provided on the deck
and duct.
Gallery
lf possible the ship deck should reach up to both
sides of the turbocharger (clearance 50 mmj to
obtain easy access for the maintenance person-
nel. Where deck levels are unfavourable, sus-
pended galleries are to be provided.
Charge-air cooler
For cleaning of the charge air cooler bundle, it
must be possible to lift it vertically out of the
cooler casing and lay it in a cleaning bath.
Exception 32/40: The cooler bundle of this en-
gine is drawn out at the end. Similarly, transport
onto land must be possible.
For lifting and transportation of the bundle, a lift-
ing rail is to be provided which runs in transverse
or longitudinal direction to the engine (according
to the available storage placej, over the cen-
treline of the charge air cooler, from which a trol-
ley with hoisting tackle can be suspended
Figure 6-22 Air direction
Engine type Weight Length (Lj Width (Bj Height (Hj
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
Table 6-5 Weights and dimensions of charge air cooler bundle
Page 6 - 28 D-BB
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6.1.7 Major spare parts
K-BA 48/60CR Page 6 - 29
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Fire band 106 kg; cylinder liner 663 kg Piston 347 kg; piston pin 102 kg
Connecting rod 637 kg Cylinder head 1,016 kg
Page 6 - 30 48/60CR K-BA
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Major spare parts

K-BA 48/60CR Page 6 - 31
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Major spare parts
Page 6 - 32 48/60CR K-BA
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Major spare parts
6.1.8 Arrangement of diesel-electric propulsion plants
K-BA 48/60CR Page 6 - 33
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Figure 6-23 Example: arrangement with engines V48/60CR
Page 6 - 34 48/60CR K-BA
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Figure 6-24 Example: arrangement with engines 48/60CR
K-BA 48/60CR Page 6 - 35
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Figure 6-25 Example: arrangement with engines 48/60CR
Page 6 - 36 48/60CR K-BA
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6.2.1 Example: Ducting arrangement
D-AD Page 6 - 37
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6.2 Exhaust gas ducting
Figure 6-26 Example: Exhaust gas ducting arrangement
Page 6 - 38 D-AD
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6.2.2 Position of the outlet casing of the turbocharger
C-BB 48/60CR Page 6 - 39
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Rigidly mounted engine
Design at low engine room height
Figure 6-27 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
F 800 850 900 900
Table 6-6 Position of exhaust outlet casing L48/60CR
Page 6 - 40 48/60CR C-BB
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Resiliently mounted engine
Exhaust gas pipe routing
Figure 6-28 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
Table 6-7 Position of exhaust outlet casing L48/60CR
C-BB 48/60CR Page 6 - 41
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Standard design

Figure 6-29 Standard design v-engine
Number of cylinders
12v 14v 16v 18v
Turbocharger
TCA 77 TCA 77 TCA 77 TCA 88
A
mm
960 960 960 1,140
B 802 902 1,002 1,002
C
aj
372 387 432 432
C
bj
1,627 1,702 1,776 1,849
D 1,320 1,420 1,520 1,620
Table 6-8 Position of exhaust gas outlet casing v48/60CR
aj
For rigidly mounted engines.
bj
For resiliently mounted engines.
Page 6 - 42 48/60CR C-BB
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Rigidly mounted engine
Figure 6-30 Design at low engine room height - rigidly mounted engine
Number of cylinders
12v 14v 16v 18v
Turbocharger
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 v48/60CR
C-BB 48/60CR Page 6 - 43
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Resiliently mounted engine
Figure 6-31 Design at low engine room height - resiliently mounted engine
Number of cylinders
12v 14v 16v 18v
Turbocharger
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
Table 6-10 Position of exhaust outlet casing v48/60CR
Page 6 - 44 48/60CR C-BB
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Page 7 - 1
K
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7

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7 Propulsion packages
Page 7 - 2
K
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7

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Propulsion packages
7.1 General
K-BA 48/60CR Page 7 - 3
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7.1 General
MAN Diesel & Turbo standard propulsion pack-
ages
The MAN Diesel & Turbo standard propulsion
packages are optimised at 90 % MCR, 100 %
rpm and 96.5 % of the ship speed. The propeller
is calculated with the class notation No lce and
high skew propeller blade design. These propul-
sion packages are examples of different combi-
nations of engines, gearboxes, propellers and
shaft lines according to the design parameters
above.
Due to different and individual aft ship body de-
signs and operational profiles your inquiry and
order will be carefully reviewed and all given pa-
rameters will be considered in an individual cal-
culation. The result of this calculation can differ
from the standard propulsion packages by the
assumption of e.g. a higher lce Class or different
design parameters.
Figure 7-1 MAN Diesel & Turbo standard propulsion package with engine 48/60CR
Propulsion packages
7.1 General
Page 7 - 4 48/60CR K-BA
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Propulsion packages
7.2 Dimensions
K-BA 48/60CR Page 7 - 5
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7.2 Dimensions
Figure 7-2 Propulsion package L48/60CR
Propulsion packages
7.2 Dimensions
Page 7 - 6 48/60CR K-BA
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Figure 7-3 MAN Diesel & Turbo four-stroke standard propulsion program L48/60CR (1200 kW/Cylj single screw
H
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Propulsion packages
7.2 Dimensions
K-BA 48/60CR Page 7 - 7
0
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Propulsion packages
7.2 Dimensions
Page 7 - 8 48/60CR K-BA
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Figure 7-5 MAN Diesel & Turbo four-stroke standard propulsion program v48/60CR (1200 kW/Cylj single screw
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Propulsion packages
7.3 Propeller layout data
K-BA Page 7 - 9
0
7
0
3
-
0
0
0
0
M
A
2
.
f
m
For propeller design please fill in the form "Pro-
peller layout data "Section 9.8.2: Propeller lay-
out data, page 9-37" and return it to your sales
representative.
Propulsion packages
Page 7 - 10 K-BA
0
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Propulsion packages
7.4 Propeller clearance
K-BA Page 7 - 11
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A
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m
To reduce the emitted pressure impulses and vi-
brations from the propeller to the hull, MAN
Diesel & Turbo recommend a minimum tip clear-
ance "Section 2.16.5 Recommended configura-
tion of foundation, page 2-143".
For ships with slender aft body and favourable
inflow conditions the lower values can be used
whereas full after body and large variations in
wake field causes the upper values to be used.
ln twin-screw ships the blade tip may protrude
below the base line.
Figure 7-6 Recommended tip clearance
Legend
Hub Dismantling of cap
X mm
High skew propeller
Y mm
Non-skew propeller
Y mm
Baseline clearance
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
vBS 1800 555
vBS 1940 590
Propulsion packages
Page 7 - 12 K-BA
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Page 8 - 1
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8 Diesel-electric propulsion plants
Page 8 - 2
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Diesel-electric propulsion plants
8.1.1 Advantages of diesel-electric propulsion
C-BB 28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64 Page 8 - 3
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8.1 Diesel-electric propulsion plants
8.1.1 Advantages of diesel-electric propulsion
Due to different and individual types, purposes
and operational profiles of diesel-electric driven
vessels the design of a diesel-electric propul-
sion plant differs a lot and has to be evaluated
case by case. All the following is for information
purpose only and without obligation.
ln general the advantages of diesel-electric pro-
pulsion can be summarized as follows:
Lower fuel consumption and emissions due
to the possibility to optimise the loading of
diesel engines/GenSets. The GenSets in op-
eration can run on high loads with high effi-
ciency. This applies especially to vessels
which have a large variation in load demand,
for example for an offshore supply vessel,
which divides its time between transit and
station-keeping (DPj operation.
High reliability, due to multiple engine redun-
dancy. Even if an engine/GenSet malfunc-
tions, there will be sufficient power to operate
the vessel safely. Reduced vulnerability to
single point of failure providing the basis to
fulfil high redundancy requirements.
Reduced life cycle cost, resulting from lower
operational and maintenance costs.
lmproved manoeuvrability and station-keep-
ing ability, by deploying special propulsors
such as azimuth thrusters or pods. Precise
control of the electrical propulsion motors
controlled by frequency converters.
lncreased payload, as diesel-electric propul-
sion plants take less space.
More flexibility in location of diesel en-
gine/GenSets and propulsors. The propul-
sors are supplied with electric power through
cables. They do not need to be adjacent to
the diesel engines/GenSets.
Low propulsion noise and reduced vibra-
tions. For example a slow speed E-motors al-
lows to avoid gearboxes and propulsors like
pods keep most of the structure bore noise
outside of the hull.
Efficient performance and high motor tor-
ques, as the system can provide maximum
torque also at slow speeds, which gives ad-
vantages for example in icy conditions.
8.1.2 Efficiencies in diesel-electric plants
Page 8 - 4 28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64 C-BB
0
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8.1.2 Efficiencies in diesel-electric plants
A diesel-electric propulsion plant consists of
standard electrical components. The following
efficiencies are typical:
Figure 8-1 Typical efficiencies of diesel-electric plants
100%
Engine
Power (P
B
)
90,3 -
92,3%
Shaft Power
(P
S
)
Generator
3%
Main
Switchboard
0,2%
Supply
Transformer
*)
1%
*) not applicable if
converters with Active
Front End are used
Frequency
Converter
1,5%
E- Propulsion
Motor
*)
3% - 4%
*) Synchronous: 3%
Induction: 4%
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8.1.3 Components of a diesel-electric propulsion plant
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Figure 8-2 Example: Diesel-electric propulsion plant
Legend
1 GenSets: Diesel engines + alternators
2 Main switchboards
3 Supply transformers (optionalj: 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 (optionalj: Dependent on the speed of the E-propulsion motor
7 Propellers/propulsors
0
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8.1.4 Diesel-electric plant design
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8.1.4 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,
x Propeller type: FPP, CPP
x Operational profile
x Class notation: Propulsion redundancy, ice class,
x Ship design points
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%
x Efficiency of alternators: Typically = 96% - 97%
x Number and type of engines / gensets: Installed power
x Max. allowed loading of engines: % of MCR
x Maintenance of engines: At sea operation, at port,
x Frequency choice: 50 / 60 Hz
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
x Selection of supply transformer: Investigate transformer less
configuration (Active Front End)
x Selection of E-propulsion motor type and no. of windings
x THD mitigation method
x Check I
sc : Increase voltage, optimize xd,
x Check availability of reactive power: Change number/type of alternators,
cos M,
x Check THD limits: Increase pulse number, add filters,
End
Ship basic data
Speed power estimation
Electrical load analysis
Switchboard layout
Drive & propulsion motor
layout
Engine selection
Countercheck DE
plant
8.1.5 Engine selection
0
8
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2
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A
2
.
f
m
The requirements of a project will be considered
in an application specific design, taking into ac-
count the technical and economical feasibility
and later operation of the vessel. ln order to pro-
vide you with appropriate data, please fill the
form "diesel-electric plant layout data" see
"Section 9.8.1: Diesel-electric plant layout data,
page 9-31" 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.
8.1.5 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 capabil-
ity and the loading of engines can be calculated
like this:
Example: Offshore Construction vessel (at de-
sign pointj
- Propulsion power demand (at E-motor
shaftj7,200 kW (incl. sea marginj
- Max. electrical consumer load 1,800 kW
For the detailed selection of the type and
number of engines furthermore the operational
profile of the vessel, the maintenance strategy of
the engines and the boundary conditions given
by the general arrangement have to be consid-
ered. For the optimal cylinder configuration of
the engines often the power conditions in port is
decisive.
No. ltem Unit
1.1 Shaft power on propulsion motors
Electrical transmission efficiency
P
S
[kW|
7,200
0.91
1.2 Engine power for propulsion P
B1
[kW| 7,912
2.1 Electric power for ship (E-Loadj
Alternator efficiency
[kW|
1,800
0.96
2.2 Engine power for electric consumers P
B2
[kW| 1,875
2.3 Total engine power demand (= 1.2 + 2.2j [kW| 9,787
3.1 Diesel engine selection Type 9L27/38
3.2 Rated power (MCRj [kW| 2,970
3.3 Number of engines - 4
3.4 Total engine power installed P
B
[kW| 11,880
4.1 Loading of engines (= 2.3 / 3.4j
% of MCR
82.4
5.1 Check: Max. allowed loading of engines 90.0
8.1.6 E-plant, switchboard and alternator design
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The configuration and layout of an electrical pro-
pulsion plant, the main switchboard and the al-
ternators follows some basic design principles.
For a concept evaluation the following items
should be considered:
- A main switchboard which is divided in
symmetrical sections is reliable and re-
dundancy requirements are easy to be met
- An even number of GenSets/alternators
ensures the symmetrical loading of the
bus bar sections
- Electrical consumers should be arranged
symmetrically on the bus bar sections
- The switchboard design is mainly deter-
mined by the level of the short circuit cur-
rents which have to be withstand and by
the breaking capacity of the circuit break-
ers (CBj
- The voltage choice for the main switch-
board depends on several factors. On
board of a vessel it is usually handier to
use low voltage. As a rule of thumb the fol-
lowing table can be used:
Total installed alternator power [MWe| voltage [v| Breaking capacity of CB [kA|
< 10 - 12
(and: Single propulsion motor < 3.5 MWj
440 100
< 13 - 15
(and: Single propulsion motor < 4.5 MWj
690 100
< 48 6,600 30
< 130 11,000 50
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- The design of the alternators and the elec-
tric plant always has to be balanced be-
tween voltage choice, availability of
reactive power, short circuit level and al-
lowed total harmonic distortion (THDj
- On the one hand side a small xd" of the al-
ternators increases the short circuit cur-
rent l
sc
", which also increase the forces
the switchboard has to withstand (F ~ l
sc
"
^ 2j. 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 voltage
applications and a xd"=14 % is good for
medium voltage applications.
- For a rough estimation of the short circuit
currents the following formulas can be
used:
Short circuit level [kA| (roughj Legend
Alternators n * P
r
/ (3 * U
r
* xd" * cos u
Grid
j n: No. of alternators connected
P
r
: Power of alternator [kWe|
U
r
: Rated voltage [v|
xd": Subtransient reactance [%|
cos u: Power factor of the network
(typically = 0.9j
Motors n * 6 * P
r
/ (3 * U
r
* xd" * cosu
Motor
j N : No. of motors (directlyj connected
P
r
: Power of motor [kWe|
U
r
: Rated voltage [v|
xd": Subtransient reactance [%|
cos u: Power factor of the motor
(typically = 0.85 . 0.90 for an induction motorj
Converters Frequency converters do not contribute
to the l
sc
"
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- 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:
- The choice of the type of the E-motor de-
pends on the application. Usually induc-
tion motors are used up to a power of
7 MW (n
Motor
: typically = 0.96j. lf it comes
to power applications above 7 MW per
E-motor often synchronous machines are
used. Also in applications with slow speed
E-motors (without a reduction gearboxj,
for ice going or pod-driven vessels often
synchronous E-motors (n
Motor
: typically =
0.97j are used.
- ln plants with frequency converters based
on vSl-technology (PWM typej the con-
verter themselves can deliver reactive
power to the E-motor. So often a power
factor cos u = 0.9 is a good figure to de-
sign the alternator rating. Nevertheless
there has to be sufficient reactive power
for the ship consumers, so that a lack in
reactive power does not lead to unneces-
sary starts of (standbyj alternators.
- The harmonics can be improved (if neces-
saryj by using supply transformers for the
frequency converters with a 30 phase
shift between the two secondary wind-
ings, which cancel the dominant 5
th
and
7
th
harmonic currents. Also an increase in
the pulse number leads to lower THD. Us-
ing a 12-pulse configuration with a PWM
type of converter the resulting harmonic
distortion will normally be below the limits
defined by the classification societies.
When using a transformer less solution
with a converter with an Active Front End
(Sinusoidal input rectifierj or in a
6-pulse configuration usually THD-filters
are necessary to mitigate the THD on the
sub-distributions.
Type of switchboard panel Rated current [kA| Legend
Alternator incoming P
r
/ (3 * U
r
* cos u
Grid
j P
r
: Power of alternator [kWe|
U
r
: Rated voltage [v|
cos u: Power factor of the network
(typically = 0.9j
Transformer outgoing S
r
/ (3 * U
r
j S
r
: Apparent power of transformer [kvA|
U
r
: Rated voltage [v|
Motor outgoing (lnduc-
tion motor controlled by a
PWM-converterj
P
r
/ (3 * U
r
* cos u
Converter
* n
Motor
* n
Converter
j P
r
U
r
: Rated voltage [v|
cos u: Power factor converter
(typically = 0.95j
n
Motor
: typically = 0.96
n
Converter
: typically = 0.97
Motor outgoing (lnduc-
tion motor started: DoL,
Y/A, Soft-Starterj
P
r
/ (3 * U
r
* cos u
Motor
* n
Motor
j P
r
U
r
: Rated voltage [v|
cos u: Power factor motor
(typically = 0.85...0.90j
n
Motor
: typically = 0.96
8.1.7 Over-torque capability
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The final layout of the electrical plant and the
components has always to be based on a de-
tailed analysis and a calculations of the short cir-
cuit levels, the load flows and the THD levels as
well as on an economical evaluation.
8.1.7 Over-torque capability
ln diesel-electric propulsion plants, which are
running with a fix pitch propeller, the dimension-
ing of the electric propulsion motor has to be
done accurately, in order to have sufficient pro-
pulsion power available. As an electric motor
produces torque, which directly defines the cost
(amount of copperj, weight and space of the
motor, it has to be investigated what amount of
over-torque is required to operate the vessel
with sufficient power also in situations, where
additional power is needed (for example be-
cause of heavy weather or icy conditionsj.
Usually a constant power range of 5 - 10 % is
applied on the propulsion (Field weakening
rangej, where constant E-motor power is availa-
ble.
Figure 8-3 Example: Over-torque capability of a E-propulsion train for a FPP-driven vessel
0%
20%
40%
60%
80%
100%
120%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
rpm
rpm
E- Motor available torque
Power
Propeller power
E-Motor power
Nominal conditions
Request for additional power / torque
Field weakening range
Over-torque capability
8.1.8 Protection of the electric plant
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8.1.8 Protection of the electric plant
ln an electric propulsion plant protection devic-
es and relays are used to protect human life from
injury from faults in the electric system and to
avoid/reduce damage of the electric equipment.
The protection system and its parameters al-
ways depend on the plant configuration and the
operational requirements. During the detailed
engineering phase calculations like a short cir-
cuit and an earth fault calculation and a selectiv-
ity and protection device coordination study
have to be made, in order to get the correct pa-
rameter settings and to decide, which
event/fault should alarm only or trip the circuit
breaker.
A typical protection scheme may include the fol-
lowing functions (Examplej:
Main switchboard:
- Over- and under-voltage
- Earth fault
Alternator:
- Short circuit
- Over-current
- Stator earth fault
- Reverse power
- Phase unbalance, Negative phase se-
quence
- Differential protection
- Over- and under-frequency
- Over- and under-voltage
- Alternator windings and bearings over-
temperature
- Alternator cooling air/water temperature
- Synchronizing check
- Over- and under-excitation (Loss of exci-
tationj
Bus tie feeder:
- Short circuit
- Earth fault
- Synchronizing check
- Differential protection (in ring networksj
Transformer feeder:
- Short circuit
- Over-current
- Earth fault
- Thermal overload/image
- Under-voltage
- Differential protection (for large transform-
ersj
Motor feeder:
- Short circuit
- Over-current
- Earth fault
- Under-voltage
- Thermal overload/image
- Motor start: Stalling l2 t, number of starts
- Motor windings and bearings over-tem-
perature
- Motor cooling air/water temperature
8.1.9 Drive control
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8.1.9 Drive control
The drive control system is a computer control-
led system for the speed converters/drives, pro-
viding network stability in case of
sudden/dynamical load changes. lt ensures safe
operation of the converters with constant and
stable power supply to the E-propulsion motors
and avoids the loss of power under all opera-
tional conditions. Usually the propulsion is
speed controlled. So the system keeps the ref-
erence speed constant as far as possible within
the speed and torque limitations and dynamic
capability.
The drive control system normally interfaces
with the propulsion control system, the power
management system, the dynamic position sys-
tem and several other ship control and automa-
tion systems. The functionality of the drive
control system depends on the plant configura-
tion 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. lt takes care
of the limits
- Control of the converter cooling
For some applications (e.g. for ice going ves-
sels, for rough sea conditions, etc, where load
torque varies much and fastj often a power con-
trol mode is applied, which reduces the distur-
bances on the network and smoothens the load
application on the diesel engines.
8.1.10 Power management
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Power reservation
The main function of a power management sys-
tem is to start and stop GenSets/alternators ac-
cording to the current network load and the
online alternator capacity. The power manage-
ment system takes care that the next alternator
will be started, if the available power (= lnstalled
power of all connected alternators - current
loadj becomes lower than a preset limit. This
triggers a timer and if the available power stays
bellow the limit for a certain time period the next
GenSet/alternator in sequence is started. lt also
blocks heavy consumers to be started or sheds
(unnecessaryj consumers, if there is not enough
power available, in order to avoid unstable situ-
ations.
Class rules require from GenSets/alternators 45
seconds for starting, synchronizing and begin-
ning of sharing load. So it is always a challenge
for the power management system to anticipate
the situation in advance and to start GenSets/al-
ternators before consumers draw the network
and overload the engines. Overloading an en-
gine will soon decrease the speed/frequency
with the danger of motoring the engine, as the
flow of power will be altered from network to al-
ternator (Reverse powerj. The electric protection
system must disconnect such alternator from
the network. An overload situation is always a
critical situation for the vessel and a blackout
has to be avoided.
The detailed power management functionality
always depends on the plant configuration, the
operational requirements but also on general
philosophy and preferred solution of the owner.
The parameters when to stat or to stop a
GenSet/alternator have always to be evaluated
individually. The following figure shows that in
principle:
Figure 8-4 PMS Start/stop
Load
start (n+1)
Number
Alternators connected
2
Load
start (n=3)
3
4
Load
start (n=4)
Load
stop (n=4)
Load
stop (n=3)
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For example the load depending start/stop of
GenSets/alternators is shown in the next table.
lt 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:
The available power for this example could look
like this:
Figure 8-5 PMS Power Start-in-time
No. of alternators
connected
Alternator
load
Available power (Power reservej via load
pick-up by the running GenSets
Time to accept 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
No. of alternators
connected
Alternator
load
Available power (Power reservej by starting
a standby
1j
GenSet
1j
Preheated, prelubricated, etc. see "Section 2.6.2: Starting conditions and load application for diesel-electric plants,
page 2-47"
Time to accept 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
Available power
(Power reserve)
Time
0 sec
10 sec
> 1 min
0% 30% 40% 60% 80%
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Power management system
Derived from the above mentioned main tasks of
a power management system the following
functions are typical:
- Automatic load dependent start/stop of
GenSets/alternators
- Manual starting/stopping of GenSets/al-
ternators
- Fault dependent start/stop of standby
GenSets/alternators in cases of under-fre-
quency and/or under-voltage.
- Start of GenSets/alternators in case of a
blackout (black start capabilityj
- Determining and selection of the start-
ing/stopping sequence of GenSets/alter-
nators
- Start and supervise the automatic syn-
chronization of alternators and bus tie
breakers
- Balanced and unbalanced load applica-
tion and sharing between GenSets/alter-
nators. Often an emergency program for
quickest possible load acceptance is nec-
essary.
- Regulation of the network frequency (with
static droop or constant frequencyj
- Distribution of active load between alter-
nators
- Distribution of reactive load between alter-
nators
- Handling and blocking of heavy consum-
ers
- 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.
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8.1.11 Example configurations of diesel-electric propulsion plants
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Offshore Support vessels
The term Offshore Service & Supply vessel" in-
cludes a large class of vessel types, such as
Platform Supply vessels (PSvj, Anchor Han-
dling/Tug/Supply (AHTSj, Offshore Construction
vessel (OCvj, Diving Support vessel (DSvj, Mul-
tipurpose vessel, etc.
Electric propulsion is the norm in ships which
frequently require dynamic positioning and sta-
tion keeping capability. lnitially these vessels
mainly used variable speed motor drives and
fixed pitch propellers. Now they mostly deploy
variable speed thrusters and they are increas-
ingly being equipped with hybrid diesel-me-
chanical and diesel-electric propulsion.
Figure 8-6 Example: diesel-electric configuration of a PSv
ln modern applications often frequency convert-
ers with an Active Front End are used, which
give specific benefits in the space consumption
of the electric 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 - lnduction + Transformer less solution
+ Less space and weight
- THD filter required
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LNG Carriers
A propulsion configuration with two high speed
E-motors (e.g. 600 RPM or 720 RPMj and a re-
duction gearbox (Twin-in-single-outj 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 redundancy requirements. Due to the high
propulsion power which is required and higher
efficiencies synchronous E-motors are used.
Figure 8-7 Example: diesel-electric configuration (redundantj of a LNG carrier with geared transmission, single screw
and FP propeller
For ice going carriers and tankers also podded
propulsion is a robust solution, which has been
applied in several vessels.
vSl with PWM 24 pulse Synchronous + High propulsion power
+ High drive & motor efficiency
+ Low harmonics
- Heavy E-plant configuration
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Cruise and ferries
Passenger vessels - cruise ships and ferries -
are an important application field for diesel-elec-
tric propulsion. Safety and comfort are para-
mount. New regulations, as Safe Return to
Port", require a high reliable and redundant elec-
tric propulsion plant and also onboard comfort is
a high priority, allowing only low levels of noise
and vibration from the ships machinery.
A typical electric propulsion plant is shown in the
example below.
Figure 8-8 Example: diesel-electric configuration (redundantj of a cruise liner, twin screw, gear less
For cruise liners often also geared transmission
is applied as well as pods.
vSl with PWM 24 pulse Synchronous
(slow speed 150 RPMj
+ Highly redundant & reliable
+ High drive & motor efficiency
+ Low noise & vibration
- Complex E-plant configuration
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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
1200 RPMj, geared transmission, frequency
converters and supply transformers.
Figure 8-9 Example: diesel-electric configuration (redundantj of a RoPax ferry, twin screw, geared transmission
vSl-type
(with PWM technologyj
12 pulse,
two secondary windings,
30 phase shift
lnduction + Robust & reliable technology
+ No THD filters
- More space & weight (com-
pared to transformer less solu-
tionj
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Advanced applications
As MAN Diesel & Turbo works together with dif-
ferent suppliers for diesel-electric propulsion
plants an optimal matched solution can be de-
signed for each application, using the most ap-
plicable components from the market (Freedom
of choicej. The following example shows a smart
solution, patented by STADT AS (Norwayj.
ln many cases a combination of an E-propulsion
motor, running on two constants speeds (Medi-
um, highj and a pitch controllable propeller
(CPPj gives a high reliable and compact solution
with low electrical plant losses.
Figure 8-10 Example: diesel-electric configuration (redundantj of a RoRo, twin screw, geared transmission
Sinusoidal drive
(Patented by STADT ASj
- lnduction + Highly reliable & compact
+ Low losses
+ Transformer less solution
+ Low THD (No THD filters
neededj
- Only applicable with a CP
propeller
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9 Annex
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Annex
9.1.1 General
D-BB Page 9 - 3
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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 ensure a safe handling of the engine. Due
to variations 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
system. Responsible for this is the legal person
which is responsible for the integration of the en-
gine.
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.
ln principle always apply the more stringent
requirements of a specific document, if its rel-
evance is given for the plant.
Annex
9.1.2 Safety equipment/measures provided by plant-side
Page 9 - 4 D-BB
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Following safety equipment respectively safety measures must be provided by plant-side
Securing of the engines turning gear.
The turning gear has to be equipped with an
optical and acoustic warning device with de-
layed start of the transmission in case of first
actuation. The turning gears gear wheel has
to be covered. The turning gear should be
equipped with a remote control, allowing op-
timal positioning of the operator, overlooking
the entire hazard area (a cable of approx.
20 m length is recommendedj.
lt has to be prescribed in the form of a working
instruction, that:
- the turning gear has to be operated by at
least two persons
- the work area must be secured against un-
authorized entry
- only trained personnel is allowed to oper-
ate the turning gear
Protection of the starting air pipe
To protect against unintentional restarting of
the engine while maintenance work a discon-
nection and depressurization of the engines
starting air system must be possible. A lock-
able starting air stop valve must be provided
in the starting air pipe to the engine.
To protect against unintentional turning of the
turbocharger rotor while maintenance work it
must be possible to prevent draught in the
exhaust gas duct and, if necessary to secure
the rotor against rotation.
Safeguarding of the surrounding area of the
flywheel
The entire area of the flywheel has to be safe-
guarded by plant-side.
Special care must be taken, inter alia, to pre-
vent from: ejection of parts, contact with
moving machine parts and falling into the fly-
wheel area.
Consideration of the blow off zone of the
crankcase covers relief valves
While crankcase explosions the resulting hot
gases will be blown out of the crankcase
through the relief valves.
This must be considered in the overall plan-
ning.
Setting up storage areas
Throughout the plant suitable storage areas
has to be determined for stabling of compo-
nents and tools.
Thereby it is important to ensure stability, car-
rying capacity, accessibility. The quality
structure of the ground has to be considered
(slip resistance, resistance against residual
liquids of the stored components, considera-
tion of the transport and traffic routesj.
Proper execution of the work
Generally it is necessary to ensure that all
work is properly done by according to the
task trained and qualified personnel. Special
attention deserves the execution of the elec-
trical equipment. Due to selection of suitable
specialized companies and personnel it has
to be ensured that a faulty feeding of media,
electric voltage and electric currents will be
avoided.
Connection exhaust port turbocharger at the
engine to the exhaust gas system of the plant
The connection between exhaust port turbo-
charger and exhaust gas system of the plant
has to be executed gas tight and must be
equipped with a fire proof insulation.
The surface temperature of the fire insulation
must remain at least below 220 C.
Annex
D-BB Page 9 - 5
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ln workspaces and traffic areas a suitable
contact protection has to be provided which
surface temperature must remain at least be-
low 60 C.
The connection has to be equipped with
compensators for longitudinal expansion and
axis displacement in consideration of the oc-
curring vibrations.
(The flange of the turbocharger reaches tem-
peratures of up to 450 Cj.
Generally any ignition sources, smoking,
open fire in the maintenance and protection
area of the engine is prohibited
Smoke detection systems and fire alarm sys-
tems have to be provided
Signs
aj Following figure shows exemplary the de-
clared risks in the area of a combustion en-
gine. This may vary slightly for the specific
engine.
Figure 9-1 Warning sign E11.48991-1108
This warning sign has to be clearly visible
mounted at the engine as well as at all entrances
to the engine room or to the power house.
bj Prohibited area signs
Dependent on the application it is possible
that specific operating ranges of the engine
must be prohibited.
ln these cases the signs will be delivered togeth-
er with the engine, which have to be mounted
clearly visible on places at the engine which al-
low intervention to the engine operation.
Optical and acoustic warning device
Due to impaired voice communication by
noise in the engine room/power house it is
necessary to check, where at plant addition-
ally to acoustic warning signals optical warn-
ing signals (e.g. flash lampj should be
provided.
ln any case this is necessary while using the
turning gear and while starting/stopping the
engine.
Engine room ventilation
An effective ventilation system has to be pro-
vided in the engine room to avoid endanger-
ing by contact or by inhalation of fluids,
gases, vapours and dusts which could have
harmful, toxic, corrosive and/or acid effects.
venting of crankcase and turbocharger
The gases/vapours out of crankcase and tur-
bocharger are ignitable. lt must be ensured
that the gases/vapours will not be ignited by
external sources. For multi-engine plants
each engine has to be ventilated separately.
The engine ventilation of different engines
must not be connected together.
ln 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-
tentional recommissioning (EN 1037j.
Sufficient ventilation at the filling, emptying
and ventilation points must be ensured.
The residual quantities which must be emp-
tied have to be collected and disposed prop-
er.
Annex
Page 9 - 6 D-BB
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Spray guard has to be ensured for possibly
leaking liquids from the flanges of the plants
piping system. The emerging media must be
drained off and collected safely.
Composition of the ground
Accordingly to the physical and chemical
characteristics of in the plant used excipients
and supplies, the ground, workspace, trans-
port/traffic routes and storage areas have to
be designed.
Safe work for maintenance and operational
staff must always be possible.
Adequate lighting
Light sources for an adequate and sufficient
lighting must be provided by plant-side.
Thereby the current guidelines should be fol-
lowed.
(100 Lux is recommended, see also DlN EN
1679-1j
Working platforms/scaffolds
For work on the engine working plat-
forms/scaffolds must be provided and further
safety precautions must be planned. Among
other things, it must be possible to work se-
cured by safety belts. Corresponding lifting
points/devices 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 de-
signed fail-safe to ensure a regular engine
operation.
ln case of air intake is realized through piping
and not by means of the turbochargers in-
take silencer, appropriate measures for air fil-
tering must be provided. lt must be ensured
that particles exceeding 5 m will be re-
strained by an air filtration system.
Quality of the intake air
lt has to be ensured that combustible media
will not be sucked in by the engine.
lntake air quality according to the relevant
chapter of the project guide has to be guar-
anteed.
Emergency stop system
The emergency stop system requires special
care during planning, realization, commis-
sioning and testing at site to avoid dangerous
operating conditions. The assessment of the
effects on other system components caused
by an emergency stop of the engine must be
carried out by plant-side.
Annex
9.2 Programme for Factory Acceptance Test (FATj
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The following table shows the operating points to be considered during acceptance test run.
Operating
points
ABS
1j
1j
ABS = American Bureau of Shipping
Bv
2j
2j
Bv = Bureau veritas
DNv
3j
3j
DNv = Det Norske veritas
GL
4j
4j
GL = Germanischer Lloyd
LR
5j
5j
LR = Lloyd's Register of Shipping
RlN
a
6j
6j
RlNa = Registro ltaliano Navale
JG
7j

(NKj
8j
7j
JG =Japanese government
lACS
9j
MAN Diesel &
Turbo pro-
gramme with
acceptance by
classification
society
A
l
l

e
n
g
i
n
e
s
Starting attempts
Governor test
Operational test of
the attached
safety devices
X
X
X
X
X
X
-
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
M
a
r
i
n
e

m
a
i
n

e
n
g
i
n
e
s
Maximum contin-
uous rating (MCRj
Speed: According to propeller curve or constant
100 %
10j
110 %
90 %
85 %
75 %
50 %
25 %
Low speed and/or
idling
60'
30'
M
-
M
M
M
M
60'
30'
M
-
M
M
M
M
30'
30'
M
11j
M
12j
M
11j
M
-
-
60'
30'
M
-
M
M
M
M
60'
30'
M
-
M
M
M
M
60'
30'
M
-
M
M
M
M
20' (60'j
20' (30'j
-
-
20' (30'j
20' (30'j
20' (30'j
-
60'
30-45'
M
-
M
M
M
M
60'
30'
30'
11j
30'
12j
30'
30'
30'
30'
M
a
r
i
n
e

a
u
x
.

e
n
g
i
n
e
s
Maximum contin-
uous rating (MCRj
Constant speed
100 %
10j
110 %
75 %
50 %
25 %
idling = 0 %
60'
30'
M
M
M
M
60'
30'
M
M
M
M
30'
30'
M
M
-
-
60'
30'
M
M
M
M
60'
30'
M
M
M
M
60'
30'
M
M
M
M
20'(60'j
20'(30'j
20'(30'j
20'(30'j
20'(-j
-
60'
30'
M
M
M
M
60'
30'
30'
30'
30'
30'
Table 9-1 Test conditions of four-stroke marine engines
M = Measurement at a steady state
Annex
Page 9 - 8 F-BA
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The selection of the measuring points and the
measuring method are fixed in accordance with
lSO 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
representative of the classification society and
by the person in charge of the tests.
After the test run, the components will be in-
spected, as far as this is possible without disas-
sembly. Only in exceptional cases (e. g. if
required by the customer/the classification soci-
etyj, will components be dismantled.
The works test will be accomplished with MGO
or MDO. Heavy fuel oil is not available at the se-
rial test beds.
8j
NK =Nippon Kaiji Kyoka
9j
ACS =lnternational Association of
Classification Societies
10j
Two service recordings at an interval of 30 min.
11j
Could be replaced by MCR load point 85 %.
12j
Replacement for
11j
.
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Annex
9.3 Engine running-in
Prerequisites
Engines require a run-in period:
when put into operation on-site, if after test
run the pistons or bearings were dismantled
for inspection or if the engine was partially or
fully dismantled for transport.
after fitting new drive train components, such
as cylinder liners, pistons, piston rings,
crankshaft bearings, big-end bearings and
piston pin bearings.
after the fitting of used bearing shells.
after long-term low load operation (> 500 op-
erating hoursj.
Supplementary information
Operating lnstructions
During the run-in procedure the unevenness of
the piston-ring surfaces and cylinder contact
surfaces is removed. The run-in period is com-
pleted once the first piston ring perfectly seals
the combustion chamber. l.e. the first piston ring
should show an evenly worn contact surface. lf
the engine is subjected to higher loads, prior to
having been run-in, then the hot exhaust gases
will pass between the piston rings and the con-
tact surfaces of the cylinder. The oil film will be
destroyed in such locations. The result is mate-
rial damage (e.g. burn marksj on the contact sur-
face of the piston rings and the cylinder liner.
Later, this may result in increased engine wear
and high oil consumption.
The time until the run-in procedure is completed
is determined by the properties and quality of
the surfaces of the cylinder liner, the quality of
the fuel and lube oil, as well as by the load of the
engine and speed. The run-in periods indicated
in following figures may therefore only be re-
garded as approximate values.
Operating media
The run-in period may be carried out preferably
using Diesel fuel or gas oil. The fuel used must
meet the quality standards see "Section: Speci-
fication for engine supplies - Specification for
lubricating oil (SAE 40j for operation with marine
gas oil, diesel oil (MGO/MDOj and bio-fuels" and
the design of the fuel system.
For the run-in of gas four-stroke engines it is
best to use the gas which is to be used later in
operation.
Diesel-gas engines are run in using diesel oper-
ation with the fuel intended as the ignition oil.
Lube oil
The run-in lube oil must match the quality stand-
ards, with regard to the fuel quality.
Engine run-in
Cylinder lubrication (optionalj
The cylinder lubrication must be switched to
"Running ln" mode during completion of the
run-in procedure. This is done at the control
cabinet or at the control panel (under "Manual
Operation"j. This ensures that the cylinder lubri-
cation is already activated over the whole load
range when the engine starts. The run-in proc-
ess of the piston rings and pistons benefits from
the increased supply of oil. Cylinder lubrication
must be returned to "Normal Mode" once the
run-in period has been completed.
Checks
lnspections of the bearing temperature and
crankcase must be conducted during the run-in
period:
The first inspection must take place after 10
minutes of operation at minimum speed.
An inspection must take place after operation
at full load respectively after operational out-
put level has been reached.
Page 9 - 10 B-BB
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Annex
The bearing temperatures (camshaft bearings,
big-end and main bearingsj must be determined
in comparison with adjoining bearing. For this
purpose an electrical sensor thermometer may
be used as a measuring device.
At 85 % load and on reaching operational out-
put level, the operating data (ignition pressures,
exhaust gas temperatures, charge pressure,
etc.j must be tested and compared with the ac-
ceptance report.
Standard running-in programme
Dependent on the application the run-in pro-
gramme can be derived from the figures in "Par-
agraph: Diagrams of standard running-in, page
9-11". During the entire run-in period, the engine
output has to be within the marked output
range. Critical speed ranges are thus avoided.
Running-in during commissioning on site
Barring exceptions, four-stroke engines are al-
ways subjected to a test run in the manufactur-
ers premises. As such, the engine has usually
been run in. Nonetheless, after installation in the
final location, another run-in period is required if
the pistons or bearings were disassembled for
inspection after the test run, or if the engine was
partially or fully disassembled for transport.
Running-in after fitting new drive train compo-
nents
lf during revision work the cylinder liners, pis-
tons, or piston rings are replaced, then a new
run-in period is required. A run-in period is also
required if the piston rings are replaced in only
one piston. The run-in period must be conduct-
ed according to following figures or according to
the associated explanations.
The cylinder liner may be re-honed according to
Work Card 050.05, if it is not replaced. A trans-
portable honing machine may be requested
from one of our Service and Support Locations.
Running-in after refitting used or new bearing
liners (crankshaft, connecting rod and piston pin
bearingsj
When used bearing shells are reused, or when
new bearing shells are installed, these bearings
have to be run in. The run-in period should be 3
to 5 hours under progressive loads, applied in
stages. The instructions in the preceding text
segments, particularly the ones regarding the
"lnspections", and following figures must be ob-
served.
ldling at higher speeds for long periods of oper-
ation should be avoided if at all possible.
Running-in after low load operation
Continuous operation in the low load range may
result in substantial internal pollution of the en-
gine. Residue from fuel and lube oil combustion
may cause deposits on the top-land ring of the
piston exposed to combustion, in the piston ring
channels as well as in the inlet channels. More-
over, it is possible that the charge air and ex-
haust pipe, the charge air cooler, the
turbocharger and the exhaust gas tank may be
polluted with oil.
Since the piston rings have adapted themselves
to the cylinder liner according to the running
load, increased wear resulting from quick accel-
eration and possibly with other engine trouble
(leaking piston rings, piston wearj should be ex-
pected.
Therefore, after a longer period of low load op-
eration (> 500 hours of operationj a run-in period
should be performed again, depending on the
power, according to following figures.
Also for instruction see "Section 2.4: Low load
operation, page 2-31".
Note!
For further information, you may contact the
MAN Diesel & Turbo customer service or the
customer service of the licensee.
B-BB Page 9 - 11
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Annex
Diagrams of standard running-in
Figure 9-2 Standard running-in programme for engines operated with constant speed of the types: 32/40, 32/40G,
32/44CR, 35/44G
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
0
10
20
30
40
50
60
70
80
90
100
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5
Running in period [h]
Speed [%] Output [%]
Engine output
(specified range)
Engine speed
0
10
20
30
40
50
60
70
80
90
100
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
Speed [%] Output [%]
Engine speed
Engine output
(specified range)
Page 9 - 12 B-BB
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Annex
Figure 9-4 Standard running-in programme for marine engines (variable speedj of the types: 28/33D, 32/40, 32/44CR
Figure 9-5 Standard running-in programme for marine engines (variable speedj of the types: 40/54, 48/60B, 48/60CR,
58/64
0
10
20
30
40
50
60
70
80
90
100
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5
Speed [%]
Output [%]
A
B
Engine speed range
A Controllable-pitch propeller
B Fixed-pitch propeller
Engine output
(specified range)
0
10
20
30
40
50
60
70
80
90
100
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
Speed [%]
Output [%]
A
B
Engine speed range
A Controllable-pitch propeller
B Fixed-pitch propeller
Engine output
(specified range)
Annex
9.4 Definitions
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9.4 Definitions
Blackout - Dead ship condition
The classification societies define blackout on board ships as a loss of electrical power, but still all
necessary alternative energies (e.g. start air, battery electricityj for starting the engines are available.
Contrary to blackout dead ship condition is a loss of electrical power on board a ship. The main and
all other auxiliary GenSets are not in operation, also all necessary alternative energies for starting
the engines are not available. But still it is assumed that the necessary energy for starting the en-
gines (e.g. emergency alternatorj could be restored at any time.
Controllable pitch propeller (CPPj application
A propeller with adjustable blades is driven by the engine.
The CPPs 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 (KSj
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 (KGSj
The free engine end is the front face of the engine opposite the coupling side.
- Left side
On a left-hand engine, the left side is the exhaust side and on a v-engine it is cylinder bank A.
- Right side
On a right-hand engine, the right side is the exhaust side and on a v-engine it is cylinder
bank B.
Annex
9.4 Definitions
Page 9 - 14 J-BA
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Designation of cylinders
The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc. ln v-engines, looking
from the coupling side, the left hand row of cylinders is designated A, and the right hand row is
designated B. Accordingly, the cylinders are referred to as A1-A2-A3 or B1-B2-B3, etc.

Figure 9-6 Designation of cylinders
Direction of rotation

Figure 9-7 Designation: Direction of rotation
Annex
9.4 Definitions
J-BA Page 9 - 15
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Diesel-electric
Engine and electrical alternator mounted together to supply electrical power to drive an electric mo-
tor. The power of the electric motor is used to drive a propeller.
Thereby the mean output range of the engine is between 80 to 95 % and the fuel consumption is
optimised at 85 % load.
Fixed pitch propeller (FPPj application
A fixed pitch propeller is driven by the engine. The FPP is always working very close to the theoret-
ical propeller curve (power input ~ n
3
j. A higher torque in comparison to the CPP even at low rota-
tional speed is present.
To protect the engine against overloading its rated output is reduced up to 90 %. The turbo charging
system is adapted. Engine speed reduction of up to 10 % at maximum torque is allowed.
The mean output range of the engine is between 80 to 95 % of its available output and the fuel con-
sumption is optimised at 85 % load.
GenSet application (also applies to auxiliary engines on board shipsj
Engine and electrical alternator mounted together form a single piece of equipment to supply elec-
trical power in places where electrical power (central powerj is not available, or where power is
needed only temporarily. Standby GenSets are kept ready to supply power during temporary inter-
ruptions 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 provide
additional power for governing purpose only.
Off-shore application
Offshore construction and offshore drilling places high requirements regarding the engines accel-
eration and load application behaviour. Higher requirements exist also regarding the permissible en-
gines inclination.
The mean output range of the engine is between 15 to 60 %. Acceleration from engine start up to
100 % load must be possible within a specified time.
Annex
9.4 Definitions
Page 9 - 16 J-BA
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Output
lSO-standard-output (as specified in DlN lSO 3046-1j
Maximum continuous rating of the engine at nominal speed under lSO-conditions, provided that
maintenance is carried out as specified.
Operating-standard-output (as specified in DlN lSO 3046-1j
Maximum continuous rating of the engine at nominal speed taking in account the kind of appli-
cation and the local ambient conditions, provided that maintenance is carried out as specified.
For marine applications this is stated on the type plate of the engine
Fuel stop power (as specified in DlN lSO 3046-1j
Fuel stop power defines the maximum rating of the engine theoretical possible, if the maximum
possible fuel amount is used (blocking limitj.
Rated power (in accordance to rules of Germanischer Lloydj
Maximum possible continuous power at rated speed and at defined ambient conditions, provid-
ed that maintenances carried out as specified.
Overload power (in accordance to rules of Germanischer Lloydj
110 % of rated power, that can be demonstrated for marine engines for an uninterrupted period
of one hour.
Output explanation
Power of the engine at distinct speed and distinct torque.
100 % Output
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
= rated power
MCR
Maximum continuous rating = rated power
ECR
Economic continuous rating = output of the engine with the lowest fuel consumption
Annex
9.4 Definitions
J-BA Page 9 - 17
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Suction Dredger application (mechanical drive of pumpsj
For direct drive of the suction dredger pump by the engine via gear box the engine speed is directly
influenced by the load on the suction pump.
system is adapted. Engine speed reduction of up to 20 % at maximum torque is released.
Possibly the permissible engine operating curve has to be adapted to the pump characteristics by
means of a power output adaption respectively the power demand of the pump has to be optimised
particularly while start-up operation.
The mean output range of the engine is between 80 to 100 % of its available output and the fuel
consumption is optimised at 85 % load.
Water-jet application
A marine system that creates a jet of water that propels the vessel. Also the water-jet is always work-
ing close to the theoretical propeller curve (power input ~ n
3
j.
system is adapted. Engine speed reduction of up to 10 % at maximum torque is allowed.
The mean output range of the engine is between 80 to 95 % of its available output and the fuel con-
sumption is optimised at 85 % load.
Annex
9.4 Definitions
Page 9 - 18 J-BA
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Annex
9.5 Symbols
K-AJ Page 9 - 19
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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
Annex
9.5 Symbols
Page 9 - 20 K-AJ
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9.5 Symbols
K-AJ Page 9 - 21
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Annex
9.5 Symbols
Page 9 - 22 K-AJ
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9.6 Preservation, packaging, storage
lntroduction
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.
lmproper 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 dam-
age. lt must only be removed when a follow-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
preservation and packaging of assemblies and
engine parts must be performed in such a way
that the parts will not be damaged during trans-
port 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 corro-
sion protection and packaging must be rectified,
and/or MAN Diesel & Turbo must be notified im-
mediately.
Annex
9.6.2 Storage location and duration
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9.6.2 Storage location and duration
Storage location
Storage location of engine
As standard, the engine is packaged and pre-
served for outdoor storage.
The storage location must meet the following re-
quirements:
Engine is stored on firm and dry ground.
Packaging material does not absorb any
moisture from the ground.
Engine is accessible for visual checks.
Storage location of assemblies and engine parts
Assemblies and engine parts must always be
stored in a roofed dry room.
The storage location must meet the following re-
quirements:
Parts are protected against environmental ef-
fects and the elements.
The room must be well ventilated.
Parts are stored on firm and dry ground.
Packaging material does not absorb any
moisture 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 vCl paper or
vCl film must not be opened or must be closed
immediately after opening.
Storage conditions
ln general the following requirements must be
met:
Minimum ambient temperature. . . . .10 C
Maximum ambient temperature . . . .+60 C
Relative humidity. . . . . . . . . . . . . . . .< 96%
ln case these conditions cannot be met, please
contact MAN Diesel & Turbo for clarification.
Storage period
The permissible storage period of 12 months
must not be exceeded.
Before the maximum storage period is reached:
Check the condition of the stored engine, as-
semblies and parts.
Renew the preservation or install the engine
or components at their intended location.
Annex
9.6.3 Follow-up preservation when preservation period is exceeded
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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 per-
sonnel of MAN Diesel & Turbo.
9.6.4 Removal of corrosion protection
Packaging and corrosion protection must only
be removed from the engine immediately before
commissioning the engine in its installation loca-
tion.
Remove outer protective layers, any foreign
body from engine or component (vCl packs,
blanking covers, etc.j, check engine and com-
ponents for damage and corrosion, perform cor-
rective measures, if required.
The preservation agents sprayed inside the en-
gine do not require any special attention. They
will be washed off by engine oil during subse-
quent engine operation.
Please contact MAN Diesel & Turbo if you have
any questions.
Annex
9.6.4 Removal of corrosion protection
Page 9 - 26 E-BA
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Annex
9.7 Engine colour
B-AJ Page 9 - 27
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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 colourj
RAL 9006
Annex
9.7 Engine colour
Page 9 - 28 B-AJ
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RAL colour group 2 (special requestj
R
A
L

3
0
0
7

R
A
L

5
0
0
0

R
A
L

5
0
0
1

R
A
L

5
0
0
2

R
A
L

5
0
0
3

R
A
L

5
0
0
4

R
A
L

5
0
0
5

R
A
L

5
0
0
7

R
A
L

5
0
0
8

R
A
L

5
0
0
9

R
A
L

5
0
1
0

R
A
L

5
0
1
1

R
A
L

5
0
1
2

R
A
L

5
0
1
3

R
A
L

5
0
1
4

R
A
L

5
0
1
5

R
A
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5
0
1
7

R
A
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5
0
1
8

R
A
L

5
0
1
9

R
A
L

5
0
2
0

R
A
L

5
0
2
1

R
A
L

5
0
2
2

R
A
L

5
0
2
3

R
A
L

5
0
2
4

R
A
L

6
0
0
0

R
A
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6
0
0
1

R
A
L

6
0
0
2

R
A
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6
0
0
3

R
A
L

6
0
0
4

R
A
L

6
0
0
5

R
A
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6
0
0
6

R
A
L

6
0
0
7

R
A
L

6
0
0
8

R
A
L

6
0
0
9

R
A
L

6
0
1
0

R
A
L

6
0
1
1

R
A
L

6
0
1
2

R
A
L

6
0
1
3

R
A
L

6
0
1
4

R
A
L

6
0
1
5

R
A
L

6
0
1
6

R
A
L

6
0
1
7

7
2
0
6

L
A
R

6
2
0
6

L
A
R

5
2
0
6

L
A
R

4
2
0
6

L
A
R

2
2
0
6

L
A
R

1
2
0
6

L
A
R

0
2
0
6

L
A
R

8
1
0
6

L
A
RR
A
L

6
0
2
8

R
A
L

6
0
2
9

R
A
L

6
0
3
2

R
A
L

6
0
3
3

R
A
L

6
0
3
4

R
A
L

7
0
0
0

R
A
L

7
0
0
1

R
A
L

7
0
0
2

R
A
L

7
0
0
3

R
A
L

7
0
0
4

R
A
L

7
0
0
5

R
A
L

7
0
0
6

R
A
L

7
0
0
8

R
A
L

7
0
0
9

R
A
L

7
0
1
0

R
A
L

7
0
1
1

R
A
L

7
0
1
2

R
A
L

7
0
1
3

R
A
L

7
0
1
5

R
A
L

7
0
1
6

R
A
L

7
0
2
1

R
A
L

7
0
2
2

R
A
L

7
0
2
3

6
3
0
7

L
A
R

4
3
0
7

L
A
R

3
3
0
7

L
A
R

2
3
0
7

L
A
R

1
3
0
7

L
A
R

0
3
0
7

L
A
R

6
2
0
7

L
A
R

4
2
0
7

L
A
RR
A
L

7
0
3
7

R
A
L

7
0
3
8

R
A
L

7
0
3
9

R
A
L

7
0
4
0

R
A
L

7
0
4
2

R
A
L

7
0
4
3

R
A
L

7
0
4
4

R
A
L

7
0
4
5

R
A
L

7
0
4
6

R
A
L

8
0
0
0

R
A
L

8
0
0
1

R
A
L

8
0
0
2

R
A
L

8
0
0
3

R
A
L

8
0
0
4

R
A
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8
0
0
7

R
A
L

8
0
0
8

R
A
L

8
0
1
1

R
A
L

8
0
1
2

R
A
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8
0
1
4

R
A
L

8
0
1
5

R
A
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8
0
1
6

R
A
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8
0
1
7

R
A
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8
0
1
9

R
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8
0
2
2

R
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8
0
2
3

R
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8
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4

R
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8
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5

R
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Annex
9.7 Engine colour
B-AJ Page 9 - 29
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RAL colour group 3 (special lacqueringj
R
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1
0
0
1

R
A
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1
0
0
2

R
A
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1
0
0
3

R
A
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1
0
0
4

R
A
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1
0
0
5

R
A
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1
0
0
6

R
A
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1
0
0
7

R
A
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1
0
1
1

R
A
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1
0
1
3

R
A
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1
0
1
4

R
A
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1
0
1
5

R
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1
0
1
6

R
A
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1
0
1
7

R
A
L

1
0
1
8

R
A
L

1
0
1
9

R
A
L

1
0
2
0

R
A
L

1
0
2
3

R
A
L

1
0
2
4

R
A
L

1
0
2
7

R
A
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1
0
2
8

R
A
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1
0
3
2

R
A
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1
0
3
3

R
A
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1
0
3
4

R
A
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2
0
0
1

R
A
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2
0
0
2

R
A
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2
0
0
3

R
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2
0
0
4

R
A
L

2
0
0
8

R
A
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2
0
0
9

R
A
L

2
0
1
0

R
A
L

2
0
1
1

1
1
0
3

L
A
R

9
0
0
3

L
A
R

5
0
0
3

L
A
R

4
0
0
3

L
A
R

3
0
0
3

L
A
R

2
0
0
3

L
A
R

1
0
0
3

L
A
RR
A
L

3
0
1
3

R
A
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3
0
1
4

R
A
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3
0
1
5

R
A
L

3
0
1
6

R
A
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3
0
1
7

R
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3
0
1
8

R
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3
0
2
0

R
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3
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2
2

R
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3
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3
1

R
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4
0
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2

R
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4
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3

R
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4
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4

R
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4
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R
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4
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R
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4
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7

R
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4
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R
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4
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9

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9
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R
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9
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R
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9
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4

R
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9
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R
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9
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7

R
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9
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0

R
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9
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1

R
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9
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R
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Annex
9.7 Engine colour
Page 9 - 30 B-AJ
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Annex
9.8.1 Diesel-electric plant layout data
l-BA v28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 9 - 31
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9.8 Form
ln order to provide you with appropriate project material and to carry out proposals promptly and
accurately, 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: ____________________________
lce Class: ____________________________
Annex
Page 9 - 32 v28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 l-BA
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Ambient conditions:
Max. machinery room temperature [C|: ________________________________________________
Max. sea water temperature [C|: _____________________________________________________
Max. fresh water temperature [C|: ____________________________________________________
Speed and margins
Speed:
Ship design speed [kn|: _________________(at maximum shaft powerj ____________________
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 thrustersj
Pods
_________________________________________________________________________________
Data for main :
FPP: Number: _______________
Max. shaft power on E-motor(per propeller; including sea marginj
[kW|: __________________________________________________________
Propeller revolution [RPM|: _________________________________________
lnput speed (= E-motor RPMj: ______________________________________
Reduction gearbox: yes no
Annex
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CPP Number. _______________
Max. shaft power on E-motor(per propeller; including sea marginj
[kW|: __________________________________________________________
Azi. thruster: Number: _______________
Max. shaft power on E-motor(per thruster; including sea marginj
[kW|: __________________________________________________________
Propeller type: FPP___ CPP
Pod: Number: _______________
Max. shaft power on E-motor(per pod; including sea marginj
[kW|: __________________________________________________________
E-motor speed [RPM|: _____________________________________________
_______________ Number: _______________
Max. shaft power on E-motor(each; including sea marginj
[kW|: __________________________________________________________
Data for manoeuvring propulsors:
Bow thruster: Number: _______________
[kW|: __________________________________________________________
Stern thruster: Number: _______________
[kW|: __________________________________________________________
Annex
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_______________ Number: _______________
Max. shaft power on E-motor(each; including sea margin
[kW|: __________________________________________________________
Electrical load balance
Max. total electrical power demand at sea:
for main [kW
el
|: ______________________________________________________________________
for consumers of vessel [kW
el
|: _____________ __________________________________________
Max. total electrical power demand at manoeuvring:
for main [kW
el
|: ______________________________________________________________________
for manoeuvring propulsors [kW
el
|: _____________________________________________________
el
|: ________________________________________________________
Max. total electrical power demand at port:
el
|: ________________________________________________________
The five biggest electrical consumers of the vessel
(apart from main and manoeuvring propulsorsj:
Name: __________________________________________ kW
el
:_______________________________
Name: __________________________________________ kW
el
:_______________________________
Name: __________________________________________ kW
el
:_______________________________
Name: __________________________________________ kW
el
:_______________________________
Name: __________________________________________ kW
el
:_______________________________
Please provide us with a complete E-Load-Balance of the vessel.
Annex
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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 thrustersj: variable speed via frequency converter
constant speed (start via Y/A-unitj
constant speed (start via Softstarterj
_______________________________________
Annex
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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 vesselj.
Figure 9-12 Power range
Torque capability Standard: Constant power from 90%...100% of propeller RPM
lndividual: Constant power form ________% to 100% of propeller RPM
lndividual: Max. over-torque capability of the E-motor: ______________%
Single line diagram
Please provide us with a complete single line diagram of the vessel.
Annex
9.8.2 Propeller layout data
D-BA Page 9 - 37
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ln order to provide you with appropriate project material and to carry out proposals promptly and
accurately, we would kindly request you to fill in as many of the following details as possible and
return it to your sales representative.
ldentification:________________________________________________________________________
Type of vessel:________________________________________________________________________
Figure 9-13 Propeller data sheet
1. S:________________mm W:_______________mm l:_______________mm (as shown abovej
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 measurementj. ln
case model test is not available the next page should be filled in.
5. Drawing of lines plan
6. Classification society :_______________
lce 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 :_______________kn Engine service load :________________%
Annex
Page 9 - 38 D-BA
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Service/sea margin :_______________% Shaft gen service load :________________kW
Draft :_______________m
9. Comments:_________________________________________________________________________
10. vessel main dimensions (Please fill-in if model test is not availablej.
11. Comments: _____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
Date: ____________________ Signature: ___________________________
Symbol Unit Ballast Loaded
Length between perpendiculars L
pp
m
Length of load water line L
wL
m
Breadth B m
Draft at forward perpendicular T
F
m
Draft at aft perpendicular T
A
m
Displacement s m
3
Block coefficient (L
pp
j C
B
-
Midship coefficient C
M
-
Waterplane area coefficient C
WL
-
Wetted surface with appendages S m
2
Centre of buoyancy forward pf L
pp
/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular A
B
m
2
Table 9-2 vessel main dimensions
48/60CR lndex - l
M
a
r
i
n
e
_
4
8
-
6
0
C
R
_
e
x
t
e
r
n
a
l
_
T
i
e
r
-
l
l
S
l
X
.
f
m
lndex
A
Acceleration times . . . . . . . . . . . . . . . . . . . . . . . 2-41, 2-49
Aging (lncrease of S.F.O.C.j . . . . . . . . . . . . . . . . . . . . 2-75
Air
Consumption (Jet Assistj . . . . . . . . . . . . . . . . . 5-115
Flow rate, temperature . . . . . . . . . . . . . . . . . . . . 2-80
Starting air vessels, compressors . . . . . . . . . . . 5-111
Air vessel
Condensate amount . . . . . . . . . . . . . . . . . . . . . . 5-11
Alignment
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-153
Alternator
Reverse power protection . . . . . . . . . . . . . . . . . . 2-65
Ambient conditions causes de-rating. . . . . . . . . . . . . 2-21
Angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Arctic conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Arrangement
Attached pumps . . . . . . . . . . . . . . . . . . . . . . . . 2-123
Flywheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-119
Attached pumps
Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123
Available outputs
Permissible frequency deviations . . . . . . . . . . . . 2-59
Related reference conditions . . . . . . . . . . . . . . . 2-19
B
Balancing of masses . . . . . . . . . . . . . . . . . . . . . . . . 2-111
Bearing, permissible loads . . . . . . . . . . . . . . . . . . . . 2-107
Black start capability . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Blackout (definitionj . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Blowing off the exhaust gas (waste gatej. . . . . . . . . . 2-11
C
Charge air
Blow-off device . . . . . . . . . . . . . . . . . . . . . . 2-11, 2-13
Bypass device . . . . . . . . . . . . . . . . . . . . . . . 2-11, 2-13
Control of charge air temperature
(CHATCOj . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11, 2-14
Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Temperature control . . . . . . . . . . . . . . . . . . 2-11, 2-14
Charge air cooler
Condensate amount. . . . . . . . . . . . . . . . . . . . . . . 5-11
Clearance (propellerj . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-117
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Common rail injection system. . . . . . . . . . . . . . . . . . . 5-91
Composition of exhaust gas . . . . . . . . . . . . . . . . . . . . 2-95
Compressed air system . . . . . . . . . . . . . . . . . . . . . . 5-105
Condensate amount
Air vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Consumption
Air of Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . 5-115
Control air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
Lube oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Control air
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Controllable pitch propeller
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Cooler
Flow rates. . . . . . . . . . . . . . . . . . . . . . . . . . 2-78, 2-81
Heat to be dissipated. . . . . . . . . . . . . . . . . 2-78, 2-81
Cooler specification
Nominal values. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78
Cooling water
lnspecting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
Specification for cleaning. . . . . . . . . . . . . . . . . . . 4-47
System description . . . . . . . . . . . . . . . . . . . . . . . 5-51
System diagram. . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Cylinder liner, removal of. . . . . . . . . . . . . . . . . . . . . . . 6-13
D
Damper
Moments of inertia - Engine, flywheel . . . . . . . . 2-109
Dead ship condition (definitionj . . . . . . . . . . . . . . . . . . 9-13
Definition of engine rating . . . . . . . . . . . . . . . . . . . . . . 2-18
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
De-rating, due to ambient conditions . . . . . . . . . . . . . 2-21
Designation (definitionj . . . . . . . . . . . . . . . . . . . . . . . . 9-13
lndex - ll 48/60CR
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Diesel fuel
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Diesel-electric operation. . . . . . . . . . . . . . . . . . . . . . . 2-55
Engine running-in . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Operating range. . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
Diesel-electric propulsion
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Example of configuration. . . . . . . . . . . . . . . . . . . 8-19
Form for plant layout . . . . . . . . . . . . . . . . . . . . . . 9-31
Plant design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Dredge pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
Operating range. . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
Drive control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
E
Earthing
Measures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
ECR (definitionj . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Emissions
lMO standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93
Engine
3D Engine viewer . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-153
Equipment for various applicatons . . . . . . . . . . . 2-11
Moments of inertia - Damper, flywheel . . . . . . . 2-109
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Operation under arctic conditions. . . . . . . . . . . . 2-27
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Room ventilation . . . . . . . . . . . . . . . . . . . . . . . . 5-117
Running-in (diesel-electric operationj . . . . . . . . . . 9-9
Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Table of ratings . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Engine automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Engine ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
For different applications. . . . . . . . . . . . . . . . . . . 2-19
Power, outputs, speeds . . . . . . . . . . . . . . . . . . . 2-17
Suction dredger. . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Exhaust gas
Blowing off the exhaust gas (waste gatej . . . . . . 2-11
Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-95
Emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
System description . . . . . . . . . . . . . . . . . . . . . . 5-119
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Explanatory notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
F
Factory Acceptance Test (FATj . . . . . . . . . . . . . . . . . . . 9-7
Failure of one engine. . . . . . . . . . . . . . . . . . . . . . . . . . 2-63
Filling volume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-86
Fixed pitch propeller (definitionj . . . . . . . . . . . . . . . . . 9-15
Flexible pipe connections
lnstallation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Flow rate
Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Cooler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78, 2-81
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Planning data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Flow resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-86
Flywheel
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-119
Moments of inertia - Engine, damper . . . . . . . . 2-109
Foundation
Chocking with synthetic resin . . . . . . . . . . . . . . 2-135
Conical mountings . . . . . . . . . . . . . . . . . . . . . . . 2-148
General requirements. . . . . . . . . . . . . . . . . . . . . 2-125
lnclined sandwich elements. . . . . . . . . . . . . . . . 2-143
Resilient seating. . . . . . . . . . . . . . . . . . . . . . . . . 2-141
Rigid seating . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
Fuel consumption
Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73
Fuel oil
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
Diagram of HFO supply system. . . . . . . . . . . . . . 5-99
Diagram of MDO supply system . . . . . . . . . . . . . 5-81
MDO supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-81
MDO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . 5-79
Specification (biofuelj . . . . . . . . . . . . . . . . . . . . . . 4-19
Specification (HFOj . . . . . . . . . . . . . . . . . . . . . . . 4-23
Specification (MDOj . . . . . . . . . . . . . . . . . . . . . . . 4-21
Specification of gas oil, marine gas oil (MGOj . . . 4-17
Supply system (HFOj . . . . . . . . . . . . . . . . . . . . . . 5-89
viscosity-diagram (vTj . . . . . . . . . . . . . . . . . . . . . 4-35
Fuel stop power (definitionj . . . . . . . . . . . . . . . . . . . . . 9-16
G
Gas oil
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
GenSet application (definitionj . . . . . . . . . . . . . . . . . . 9-15
Grid parallel operation (definitionj . . . . . . . . . . . . . . . . 9-15
48/60CR lndex - lll
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Heat radiation . . . . . . . . . . . . . . . . . 2-80, 2-83, 2-84, 2-85
Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . 2-84, 2-85
HFO
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-67
HFO (fuel oilj
Diagram of supply system. . . . . . . . . . . . . . . . . . 5-99
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Supply system. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-89
HT switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
l
lMO Tier ll
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-70
Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . 2-93
lnstallation
Flexible pipe connections . . . . . . . . . . . . . . . . . . . 5-5
lnstallation drawings. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
lntake noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
lPO MAGEL Regulation . . . . . . . . . . . . . . . . . . . . . . . 2-93
lSO
Standard output . . . . . . . . . . . . . . . . 2-17, 2-18, 9-16
J
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . 2-11, 2-14, 5-115
Air consumption . . . . . . . . . . . . . . . . . . . . . . . . 5-115
L
Layout data (propellerj . . . . . . . . . . . . . . . . . . . . . 7-9, 9-37
Layout of pipes -> Pipe dimensions. . . . . . . . . . . . . . . 5-3
Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
List for measuring and control devices . . . . . . . . . . . 3-23
Load
Low load operation . . . . . . . . . . . . . . . . . . . . . . . 2-31
Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Load application
Change of load steps . . . . . . . . . . . . . . . . . . . . . 2-36
Cold engine (only emergency casej . . . . . . . . . . 2-54
Diesel-electric plants. . . . . . . . . . . . . . . . . . . . . . 2-47
Preheated engine . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Ship electrical systems . . . . . . . . . . . . . . . . . . . . 2-55
Low load operation. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
LT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Lube oil
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Specification (MGO/MDOj . . . . . . . . . . . . . . . . . . . 4-5
System description . . . . . . . . . . . . . . . . . . . . . . . 5-19
System diagram. . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Lube oil (HFOj
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Lube oil (MDOj
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Lube oil (MGOj
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
M
Marine gas oil
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
MCR (definitionj. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
MDO (fuel oilj
Diagram of supply system . . . . . . . . . . . . . . . . . . 5-81
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-79
Measuring and control devices . . . . . . . . . . . . . . . . . . 3-23
MGO (fuel oilj
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
MGO/MDO (lube oilj
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
N
Noise
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
lntake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
Nominal Output (definitionj . . . . . . . . . . . . . . . . . . . . . 9-16
Nozzle cooling system . . . . . . . . . . . . . . . . . . . . . . . . 5-69
O
Off-shore application (definitionj . . . . . . . . . . . . . . . . . 9-15
Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Operating range
CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Diesel-electric operation . . . . . . . . . . . . . . . . . . . 2-45
Dredge pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
Operating-standard-output (definitionj . . . . . . . . . . . . 9-16
lndex - lv 48/60CR
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Operation
Acceleration times. . . . . . . . . . . . . . . . . . . . 2-41, 2-49
Load application for ship electrical systems . . . . 2-55
Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Running-in of engine (diesel-electric operationj . . 9-9
Operation of vessels
Failure of one engine. . . . . . . . . . . . . . . . . . . . . . 2-63
Output
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Engine ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Engine ratings, power, speeds . . . . . . . . . . . . . . 2-17
lSO Standard. . . . . . . . . . . . . . . . . . . . . . . . 2-17, 2-18
Permissible frequency deviations . . . . . . . . . . . . 2-59
Output (definitionj . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Overload power (definitionj. . . . . . . . . . . . . . . . . . . . . 9-16
P
Part load operation. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Permissible frequency deviations
Available outputs. . . . . . . . . . . . . . . . . . . . . . . . . 2-59
Pipe dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Piston, removal of. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Pitch control
General requirements . . . . . . . . . . . . . . . . . . . . . 2-35
Planning data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Flow rates of cooler. . . . . . . . . . . . . . . . . . . 2-78, 2-81
Heat to be dissipated . . . . . . . 2-78, 2-81, 2-84, 2-85
Temperature . . . . . . . . . . . . . . . . . . . 2-80, 2-83, 2-87
Postlubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Power
Engine ratings, outputs, speeds . . . . . . . . . . . . . 2-17
Power drive connection . . . . . . . . . . . . . . . . . 2-107, 2-109
Power management . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Preheated engine
Load application . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Preheating
At starting condition . . . . . . . . . . . . . . . . . . . . . . 2-47
Charge air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Propeller
Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
General requirements for pitch control . . . . . . . . 2-35
Layout data . . . . . . . . . . . . . . . . . . . . . . . . . 7-9, 9-37
Operating range CPP. . . . . . . . . . . . . . . . . . . . . . 2-33
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Pumps
capacities of . . . . . . . . . . . . . . . . . . . . . . . . 2-78, 2-81
R
Rated power (definitionj . . . . . . . . . . . . . . . . . . . . . . . 9-16
Reduction of load . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Reference Conditions (lSOj . . . . . . . . . . . . . . . . . . . . . 2-18
Related reference conditions . . . . . . . . . . . . . . . . . . . 2-19
Removal
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Resilient seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-141
Reverse power protection (Alternatorj . . . . . . . . . . . . 2-65
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Running-in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
S
Sacos one
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
lnjection Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
lnstructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Safety concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Slow turn . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11, 2-14, 2-48
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Specification
Biofuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Cleaning cooling water. . . . . . . . . . . . . . . . . . . . . 4-47
Combustion air. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Cooling water inspecting . . . . . . . . . . . . . . . . . . . 4-45
Cooling water system cleaning . . . . . . . . . . . . . . 4-47
Engine cooling water . . . . . . . . . . . . . . . . . . . . . . 4-37
Fuel oil (HFOj . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Fuel oil (MDOj. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Fuel oil (MGOj . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Gas oil, marine gas oil . . . . . . . . . . . . . . . . . . . . . 4-17
48/60CR lndex - v
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Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Lube oil (HFOj . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Lube oil (MDOj. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Lube oil (MGOj . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Lube oil (MGO/MDOj . . . . . . . . . . . . . . . . . . . . . . . 4-5
Marine Diesel fuel . . . . . . . . . . . . . . . . . . . . . . . . 4-21
viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . 4-35
Speed
Adjusting range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Droop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Engine ratings, power, outputs . . . . . . . . . . . . . . 2-17
Splash oil monitoring system . . . . . . . . . . . . . . . . . . . 2-14
Stand-by Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Starting air
Compressors. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-111
System description . . . . . . . . . . . . . . . . . . . . . . 5-105
System diagram . . . . . . . . . . . . . . . . . . . . . . . . 5-108
vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-111
Starting conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Static torque fluctuation . . . . . . . . . . . . . . . . . . . . . . 2-115
Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Suction Dredger application (definitionj . . . . . . . . . . . 9-17
Sudden load shedding . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Supply system (HFOj . . . . . . . . . . . . . . . . . . . . . . . . . 5-89
Switching HT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Switching LT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
T
Table of ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Temperature
Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Exhaust gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Temperature control
Charge air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Time limits for low load operation . . . . . . . . . . . . . . . . 2-32
Torsional vibration. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103
Two-stage charge air cooler . . . . . . . . . . . . . . . . . . . . 2-13
U
Unloading the engine . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
v
venting
Crankcase, turbocharger . . . . . . . . . . . . . . . . . . . 2-91
vibration, torsional . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103
viscosity-diagram
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
vlT (variable lnjection Timingj . . . . . . . . . . . . . . . . . . . 2-14
vTA (variable Turbine Areaj. . . . . . . . . . . . . . . . . . . . . 2-15
vvT (variable valve Timingj . . . . . . . . . . . . . . . . . . . . . 2-14
W
Waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Water
Specification for engine cooling water. . . . . . . . . 4-37
Water systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Waterjet application (definitionj . . . . . . . . . . . . . . . . . . 9-17
Welding (earthingj . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
Windmilling protection. . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
lndex - vl 48/60CR
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48/60CR
MAN Diesel & Turbo
Phone +49 821 322-0
Fax +49 821 322-3382
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PJG_48_60CR_25mm_Ruecken.indd U4 03.02.2011 14:15:20

48-60cr Imo Tier II - Marine

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48-60cr Imo Tier II - Marine

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Specification for engine supplies

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