48 60B Project Guide

falzen
falzen
48/60B
Project Guide Marine
Four-stroke diesel engines compliant with IMO Tier II
Copyright MAN Diesel & Turbo Subject to modification in the interest of technical progress.
D2366491EN Printed in Germany GMC-AUG -09110.5
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com
48/60B
Four-stroke diesel engines
compliant with IMO Tier II
falzen
falzen
Titelseite Marine 48-60MD2.fm
48/60B
Status
Version
Checked
09.2011
2.16
Utjesinovic
Date
2011-09-27
Checked
Schmid
Date
2011-09-27
All data provided in this document is non-binding. This data serves informational purposes only and is
especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes
and will be assessed and determined individually for each project. This will depend on the particular
characteristics of each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, 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.
Titelseite Marine 48-60MD2.fm
Table of contents
1
Introduction ....................................................................................... 1 - 1
1.1
Four stroke diesel engine programme for marine................................................................... 1 - 3
1.2
Engine description 48/60B IMO Tier II ..................................................................................... 1 - 5
1.3
Overview 48/60B ....................................................................................................................... 1 - 7
1.4
Typical marine plants and engine arrangements.................................................................. 1 - 11
Engine and operation ........................................................................ 2 - 1

2.1
2.2
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
Ratings (output) and speeds .................................................................................................. 2 - 17

2.2.1
Standard engine ratings ...................................................................................... 2 - 17
2.2.2
Engine ratings (output) for different applications .................................................. 2 - 19
2.2.3
Engine speeds and related main data ................................................................. 2 - 23
2.2.4
Speed adjusting range ........................................................................................ 2 - 25
2.3
Engine operation under arctic conditions.............................................................................. 2 - 27
2.4
Low load operation ................................................................................................................. 2 - 31
2.5
Propeller operation, suction dredge (pump drive) ................................................................ 2 - 33
2.6
Marine_48-60B_IMO Tier IIIVZ.fm
Engine design............................................................................................................................ 2 - 3
2.5.1
Operating range for controllable-pitch propeller................................................... 2 - 33
2.5.2
General requirements for propeller pitch control.................................................. 2 - 35
2.5.3
Operating range for mechanical pump d r i v e ...................................................... 2 - 39
2.5.4
Acceleration times .............................................................................................. 2 - 41
GenSet operation .................................................................................................................... 2 - 45

2.6.1
Operating range for GenSets....................... ....................................................... 2 - 45
2.6.2
Starting conditions and load application for diesel-electric plants ........................ 2 - 47
2.6.3
Load application Preheated engine .................................................................. 2 - 51
2.6.4
Load application Cold engine (only emergency case) ....................................... 2 - 54
2.6.5
Load application for ship electrical systems ........................................................ 2 - 55
2.6.6
Available outputs and permissible frequency deviations ...................................... 2 - 59
2.6.7
Load reduction ................................................................................................... 2 - 61
48/60B
Table of contents - 1
2.8
2.9
2.10
2.11
Diesel-electric operation of vessels Failure of one engine.................................. 2 - 63
2.6.9
Alternator Reverse power protection ................................................................ 2 - 65
2.6.10
Earthing of diesel engines and bearing insulation on alternators .......................... 2 - 67
Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 69

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

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

2.9.1
Maximum allowed emission value NOx IMO Tier II ............................................... 2 - 97
2.9.2
Exhaust gas components of medium speed four-stroke diesel engines............... 2 - 99
Noise...................................................................................................................................... 2 - 101
2.10.1
Engine noise ..................................................................................................... 2 - 101
2.10.2
Intake noise ...................................................................................................... 2 - 103
2.10.3
Exhaust gas noise............................................................................................. 2 - 105
Vibration ................................................................................................................................ 2 - 107

2.11.1
Torsional vibrations ........................................................................................... 2 - 107
2.12
Requirements for power drive connection (static).............................................................. 2 - 111
2.13
Requirements for power drive connection (dynamic)......................................................... 2 - 113
2.14
2.13.1
Moments of inertia Engine, damper, flywheel.................................................. 2 - 113
2.13.2
Balancing of masses Firing order ................................................................... 2 - 115
2.13.3
Static torque fluctuation .................................................................................... 2 - 119
Power transmission .............................................................................................................. 2 - 123

2.14.1
2.15
Flywheel arrangement ....................................................................................... 2 - 123
Arrangement of attached pumps ......................................................................................... 2 - 127
48/60B
2.7
2.6.8
2.16
Foundation ............................................................................................................................ 2 - 129

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

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

4.1
SaCoSone system overview................................................................................... 3 - 3
Explanatory notes for operating supplies................................................................................ 4 - 3

4.1.1
Lubricating oil ....................................................................................................... 4 - 3
4.1.2
Operation with liquid fuel....................................................................................... 4 - 3
4.1.3
Engine cooling water............................................................................................. 4 - 4
4.1.4
Intake air............................................................................................................... 4 - 4
4.2
Specification for lubricating oil (SAE 40) for operation with gas oil,
diesel oil (MGO/MDO) and biofuels .......................................................................................... 4 - 5
4.3
Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO) .................. 4 - 11
4.4
Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 17
4.5
Specification for biofuel ......................................................................................................... 4 - 19
4.6
Specification for diesel oil (MDO)........................................................................................... 4 - 21
4.7
Specification for heavy fuel oil (HFO)..................................................................................... 4 - 23
4.8
Viscosity-temperature diagram (VT diagram) ....................................................................... 4 - 35
48/60B
Specification for engine cooling water .................................................................................. 4 - 37
4.10
Cooling water inspecting........................................................................................................ 4 - 45
4.11
Cooling water system cleaning .............................................................................................. 4 - 47
4.12
Specification for intake air (combustion air)......................................................................... 4 - 49
Engine supply systems ..................................................................... 5 - 1

5.1
5.2
5.3
5.4
Basic principles for pipe selection........................................................................................... 5 - 3

5.1.1
Engine pipe connections and dimensions ............................................................. 5 - 3
5.1.2
Installation of flexible pipe connections for resiliently mounted engines.................. 5 - 5
5.1.3
Condensate amount in charge air pipes and air vessels ...................................... 5 - 11
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
Water systems ........................................................................................................................ 5 - 45

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

5.4.1
Marine diesel oil (MDO) treatment system ........................................................... 5 - 79
5.4.2
Marine diesel oil (MDO) supply system for diesel engines .................................... 5 - 81
5.4.3
Heavy fuel oil (HFO) treatment system................................................................. 5 - 85
5.4.4
Heavy fuel oil (HFO) supply system ..................................................................... 5 - 89
5.4.5
Fuel supply at blackout conditions .................................................................... 5 - 102
48/60B
4.9
5.5
5.5.2
Starting air vessels, compressors...................................................................... 5 - 109
5.5.3
Jet Assist .......................................................................................................... 5 - 113
5.7
Exhaust gas system.............................................................................................................. 5 - 117

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

5.8.1
SCR Selective catalytic reduction ................................................................... 5 - 121
5.8.2
System overview............................................................................................... 5 - 121
5.8.3
System design data .......................................................................................... 5 - 126
Engine room planning ....................................................................... 6 - 1
6.2
Starting air system ............................................................................................ 5 - 103
Engine room ventilation and combustion air....................................................................... 5 - 115
6.1
5.5.1
5.6
5.8
Compressed air system ........................................................................................................ 5 - 103
Installation and arrangement................................................................................................... 6 - 3

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

6.2.1
Example: Ducting arrangement ........................................................................... 6 - 35
6.2.2
Position of the outlet casing of the turbocharger ................................................. 6 - 37
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
Diesel-electric propulsion plants...................................................... 8 - 1

8.1
Advantages of diesel-electric propulsion ................................................................................ 8 - 3
48/60B
Efficiencies in diesel-electric plants........................................................................................ 8 - 5
8.3
Components of a diesel-electric propulsion plant .................................................................. 8 - 7
8.4
Diesel-electric plant design ..................................................................................................... 8 - 9
8.5
Engine selection...................................................................................................................... 8 - 11
8.6
E-plant, switchboard and alternator design.......................................................................... 8 - 13
8.7
Over-torque capability ............................................................................................................ 8 - 17
8.8
Protection of the electric plant............................................................................................... 8 - 19
8.9
Drive control............................................................................................................................ 8 - 21
8.10
Power management................................................................................................................ 8 - 23
8.11
Example configurations of diesel-electric propulsion plants ............................................... 8 - 27
Annex ................................................................................................. 9 - 1
9.1
Safety instructions and necessary safety measures .............................................................. 9 - 3

9.1.1
General................................................................................................................. 9 - 3
9.1.2
Safety equipment/measures provided by plant-side .............................................. 9 - 4
9.2
Programme for Factory Acceptance Test (FAT)....................................................................... 9 - 7
9.3
Engine running-in ..................................................................................................................... 9 - 9
9.4
Definitions ............................................................................................................................... 9 - 13
9.5
Symbols................................................................................................................................... 9 - 17
9.6
Preservation, packaging, storage .......................................................................................... 9 - 21

9.6.1
General information............................................................................................. 9 - 21
9.6.2
Storage location and duration ............................................................................. 9 - 22
9.6.3
Follow-up preservation when preservation period is exceeded............................ 9 - 23
9.6.4
Removal of corrosion protection ......................................................................... 9 - 23
9.7
Engine colour .......................................................................................................................... 9 - 25
9.8
Form ........................................................................................................................................ 9 - 29
9.8.1
Diesel-electric plant layout data........................................................................... 9 - 29
9.8.2
Propeller layout data ........................................................................................... 9 - 35
Index ......................................................................................................... I
48/60B
8.2
======
Introduction
Kapiteltitel 1 M2.fm
Page 1 - 1
Page 1 - 2
Introduction
1.1 Four stroke diesel engine programme for marine
1.1
Four stroke diesel engine programme for marine
MAN Medium Speed Propulsion Engines

r/min
Engine type
400-428
L58/64
500-514
L51/60DF V51/60DF
500-514
L48/60CR V48/60CR
500-514
L48/60B V48/60B
720-750
L32/44CR V32/44CR
720-750
L32/40 V32/40
10001032
V28/33D*
10001032
V28/33D STC*
800
L27/38
L27/38 (MGO)
1000
L21/31
5,000
10,000
15,000
20,000
25,000
kW
* The engine complies with EPA Tier 2.
MAN Diesel & Turbo engine programme
0101-0000MAII2.fm
Figure 1-1
C-BB
Page 1 - 3
Introduction
0101-0000MAII2.fm
1.1 Four stroke diesel engine programme for marine
Page 1 - 4
C-BB
Introduction
1.2 Engine description 48/60B IMO Tier II
1.2
Engine description 48/60B IMO Tier II
NOx
Connecting rod and bearing
As in all MAN Diesel & Turbo engines, NOx emission levels for L+V48/60B engines fall below the
upper limits specified by the IMO. L+V48/60B engines contain a system for automatically adjusting
injection timing to minimise NOx emissions. NOx
emissions that are compliant with the IMO Tier II
NOx limit curve can be achieved with MAN
Diesel & Turbo technologies.
Optimised marine head design with a joint in the

upper shaft area, allowing piston overhaul without
requiring disassembly of the connecting rod bearing; low piston height. Optimised bearing shells of
the connecting rod bearing increase reliability.
Soot
Soot emission could be reduced by optimizing
combustion and turbocharging. Soot is invisible
down to approx. 20 % load. For invisible smoke
from start up to 100 % MCR MAN Diesel & Turbo
offers the common rail fuel injection system as
type 48/60CR.
MAN Diesel turbocharging system
MAN Diesel & Turbo turbochargers are based on
an optimally designed constant pressure turbocharging system.
The state of the art turbochargers are beneficial in
many ways:
The TCA series turbochargers have longer

bearing overhaul intervals.
High efficiency at full and part loads results in
substantial air surplus that safeguard and thorough combustion without residues and with
low thermal stress inside the combustion
chamber. The higher efficiency is ensured even
at low pressure ratios.
Service friendly design
0102-0000MD2.fm
Hydraulic tooling for tightening and loosening cylinder head nuts; clamps with quick release fasteners and/or clamp and plug connectors; generously
sized access covers; hydraulic tools for crankshaft
bearing and big end bearing.
E-BB
Cylinder head
The cylinder head has optimised combustion
chamber geometry for improved injection spray
atomisation. This ensures balanced air-fuel mixture, reducing combustion residue, soot formation
and improving fuel economy. High resistance to fatigue, effective heat removal and elimination of
very high ignition pressures results in superb component reliability and long service life.
Valves
Exhaust valves are designed with armoured, watercooled seats that keep valve temperatures
down. Propellers on the exhaust valve shaft provide rotation by exhaust gas, resulting in the cleaning effect of the valve seat area during valve
closing. This results in low wear rates and long
maintenance intervals. Inlet valves are equipped
with rotocaps.
Marine main engines
Engine output is limited to 100 % of rated output
for engines driving a propeller. Engine output is
limited to 110 % of rated output for engines driving
a alternator. Overload above 100 % permitted only
briefly to prevent a frequency drop during sudden
load application.
Fuel injection
High pressure injection with improved atomization
for good combustion of even lowest approved fuel
quality. The injection system has been optimised
for improved fuel consumption and lower emission
levels.
48/60B
Page 1 - 5
Introduction
1.2 Engine description 48/60B IMO Tier II
Fuels
The L+V48/60B engine can be run on heavy fuel
oil with a viscosity up to 700 mm2/s (cSt) at 50 C.
Continuous operation on heavy fuel oil is permitted
in an output range of 100 % to 20 %, and even
below 20 % for brief periods.
Engine frame
materials.The stepped piston and the fire ring together prevent bore polishing of the cylinder liner,
thereby reducing operating costs by keeping lubricating oil consumption consistently low. Chromium ceramic coating of the first piston ring with
wear-resistant ceramic particles in the ring surface
results in minimal wear and tear, ensuring longer
times between overhaul (TBO).
Rigid housing in cast monoblock waterless design

construction with tie bolts running from the suspended main bearing through the top edge of the
engine frame and from the cylinder head through
the intermediate plate.
Rocker arm housing
Modified, light-weight rocker covers allow faster
replacement of fuel injectors, simplifying maintenance.
Cylinder liner
The precision machined cylinder liner and separate cooling water collar rest on top of the engine
frame and is isolated from any external deformation, ensuring optimum piston performance and
long service life.
SaCoSone
The 48/60B is equipped with the latest generation
of the proven MAN Diesel & Turbo engine management system, SaCoSone. For the first time,
SaCoSone breaks down all functions of modern
engine management into one complete system.
Through integration on the engine, it forms one
unit with the drive assembly.
SaCoSone offers:
Integrated self-diagnosis functions

Maximum reliability and availability
Simple use and diagnosis
Quick exchange of modules (plug in)
0102-0000MD2.fm
Trouble-free and time-saving commissioning

Stepped piston
Forged dimensionally stable steel crown (with
shaker cooling) and skirt made from high-grade
Page 1 - 6
48/60B
E-BB
Introduction
1.3 Overview 48/60B
1.3
Overview 48/60B
Figure 1-2
Overview L48/60B
Legend
Connection point generally
HT pump
Fuel inlet
HT water outlet
LT pump
Exhaust heat shield
0103-0000MD2.fm
I-BB
48/60B
Page 1 - 7
Introduction
1.3 Overview 48/60B
Figure 1-3
Overview L48/60B
Legend
Air filter
Turbocharger exhaust outlet
Air cooler
0103-0000MD2.fm
Page 1 - 8
48/60B
I-BB
Introduction
1.3 Overview 48/60B
Figure 1-4
Overview V48/60B
Legend
Exhaust heat shield
HT pump
0103-0000MD2.fm
I-BB
48/60B
Page 1 - 9
Introduction
1.3 Overview 48/60B
Figure 1-5
Overview V48/60B
Legend
Air cooler
HT water outlet
Air filter
LT water outlet
Tappet cover
Turbocharger exhaust outlet
0103-0000MD2.fm
Page 1 - 10
48/60B
I-BB
Introduction
1.4 Typical marine plants and engine arrangements
0104-0000MDA2.fm
1.4
Typical marine plants and engine arrangements
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
E-BB
48/60B, 48/60CR
Page 1 - 11
Introduction
Ferries: propellered by 4 x 8L48/60, total output 38,400 kW
Figure 1-9
Cruising vessel: Diesel-electric propulsion plant with 4 x 14V48/60, total output 58.8 MW
0104-0000MDA2.fm
Figure 1-8
Page 1 - 12
48/60B, 48/60CR
E-BB
Introduction
Dredge: propelled by 2 x 7L48/60, total output 11.6 MW
0104-0000MDA2.fm
Figure 1-10
E-BB
48/60B, 48/60CR
Page 1 - 13
Introduction
0104-0000MDA2.fm
Page 1 - 14
48/60B, 48/60CR
E-BB
======
Engine and operation
Page 2 - 1
Page 2 - 2
0201-0000MD2.fm
2.1.1 Engine cross section
2.1
Engine design
2.1.1
Engine cross section
Figure 2-1
D-BB
Cross section Engine L48/60B; view on counter coupling side
48/60B
Page 2 - 3

2.1.1 Engine cross section
Cross section Engine V48/60, view on coupling side
0201-0000MD2.fm
Figure 2-2
Page 2 - 4
48/60B
D-BB

2.1.2 Engine designations Design parameters
2.1.2
Engine designations Design parameters
Example to declare engine designations
18V48/60B
Design index
Piston stroke [cm]
Cylinder bore [cm]
V=Vee engine, L= in-line engine
Cylinder number
Parameter
Abbreviations
Unit
Number of cylinders
6, 7, 8, 9,
12, 14, 16, 18
In-line engine
Vee engine
Cylinder bore
48
Piston stroke
60
Table 2-1
Designations engine 48/60B
Parameter
Value
Unit
Cylinder bore
480
mm
Piston stroke
600
Swept volume of each cylinder
108.6
dm3
Compression ratio 1,150 kW/cyl. marine plants
15.3
Distance between cylinder centres
L = 820
mm
Distance between cylinder centres
V = 1,000
Vee engine, vee angle
50
Crankshaft diameter at journal, in-line engine
L = 415
mm
Crankshaft diameter at journal, vee engine
V = 480
Crankshaft diameter at crank pin

0201-0200MD2.fm
cm
Table 2-2
E-BB
415
Design parameters engine 48/60B
48/60B
Page 2 - 5
0201-0200MD2.fm
2.1.2 Engine designations Design parameters
Page 2 - 6
48/60B
E-BB

2.1.3 Engine main dimensions, weights and views
2.1.3
Engine main dimensions, weights and views
Engine L48/60B
Figure 2-3
Main dimensions Engine L48/60B
Legend
Engine
L1
B1
mm
6L48/60B
8,615
7,290
7L48/60B
9,435
8,110
8L48/60B
10,460
8,930
9L48/60B
11,425
9,895
3,195
2,100
Weight without
flywheel
tons
1,280
700
5,360
104
118
3,325
134
146
The dimensions and weights are given for guidance only.
Minimum centreline distance for twin engine installation: 3,200 mm L-engine
0201-0300MD2.fm
Flywheel data, see "Section 2.13.1: Moments of

inertia Engine, damper, flywheel, page 2-113".
K-BB
48/60B
Page 2 - 7

2.1.3 Engine main dimensions, weights and views
Engine V48/60B
Figure 2-4
Main dimensions Engine V48/60B
Legend
Engine
L1
B1
mm
12V48/60B
11,100
9,260
14V48/60B
12,100
10,260
16V48/60B
13,100
11,260
18V48/60B
14,450
12,260
Weight without
flywheel
tons
186
4,720
2,280
1,410
830
5,420
209
236
259
The dimensions and weights are given for guidance only.
Minimum centreline distance for twin engine installation: 4,800 mm V-engine
0201-0300MD2.fm
Flywheel data, see "Section 2.13.1: Moments of

inertia Engine, damper, flywheel, page 2-113".
Page 2 - 8
48/60B
K-BB

2.1.4 Engine inclination
2.1.4
Engine inclination
D
D
E
E
Figure 2-5
Angle of inclination
Legend
Athwartships
Fore and aft

Max. permissible angle of inclination []1)
Athwartships
Application
Heel to each
side (static)
Main engines
Table 2-4
1)
0201-0400MA2.fm
2)
15
Fore and aft

Trim (static)2)
Rolling to
each side
(dynamic)
L < 100 m
L > 100 m
22.5
500/L
Pitching
(dynamic)
7.5
Inclinations
Athwartships and fore and aft inclinations may occur simultaneously.

Depending on length L of the ship.
Note!
For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the
ship!
E-BB
Page 2 - 7
0201-0400MA2.fm
2.1.4 Engine inclination
Page 2 - 8
E-BB

2.1.5 Engine equipment for various applications
2.1.5
Engine equipment for various applications
Device/measure
Ship
Propeller
Dieselmechanic
Stationary
engines
Auxiliary
engines
Dieselelectric
Charge air blow-off for firing pressure limitation
Order-related, if intake air temp. 5C

and exhaust gas temperature control
Order-related, for plants with catalyst converter
Charge air by-pass
Two-stage charge air cooler
Charge air preheating by HT-LT switching
(X1))
(X1))
(X1))
O (X1))
Charge air preheating by LT shut off
CHATCO (charge air temperature control)
Waste gate (blowing-off the exhaust gas)
X2)
X2)
X2)
X2)
Jet Assist (accelerating the turbocharger)
O (X3))
V.I.T. (Variable Injection Timing)
X4)
X4)
X4)
X4)
Slow turn
X5)
Oil mist detector
Splash oil monitoring
Main bearing temperature monitoring
Attached HT cooling water pump
Attached LT cooling water pump
Attached lubrication oil pump
X = required, O = optional
Table 2-4
Engine equipment
1) Required
if after first start the still cold engine should run at partial load without increased smoke emission.
required for engines with an output PApplication, ISO 90 % of ISO-standard-output
(Exception: special applications like dredger, fixed-pitch propeller, high-torque for which a clarification with MAN Diesel &
Turbo is necessary. See also "Section 2.6.6: Available outputs and permissible frequency deviations, page 2-59").
3) Required if special demands exist regarding fast acceleration and fast load application without increased soot emission.
4) Automatical V.I.T. (Variable Injection Timing) required.
5) Required for plants with Power Managment System demanding automatic engine start.
0204-0000MD2.fm
2) Not
K-BB
48/60B
Page 2 - 11

Engine equipment for various applications General description
Two-stage charge air cooler
If 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. In order
to avoid such conditions, part of the charge air is
withdrawn upstream or downstream 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.
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, engine) and then further
cooled down by the LT circuit (low temperature
stage of the charge air cooler, lube oil cooler).
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 order
to ensure its proper performance.
This minimum exhaust gas temperature depends
on the type and design of the SCR catalyst and is
fixed by its manufacturer. In case the temperature
downstream of the turbine falls below the set minimum exhaust gas temperature, a flap provided on
the engine is opened gradually in order to blow-off
the charge air until the exhaust gas temperature
downstream of the engine (and thus upstream of
the SCR catalyst) has reached the required level.
Charge air by-pass
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. It contributes to improved combustion
and, consequently, reduced exhaust gas discolouration. Unlike the charge air preheating 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

CHATCO)
Charge air preheating by LT shut off (by means of
the CHATCO control valve) 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. Depending 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.
0204-0000MD2.fm
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 point) the charge air
by-pass is opened, so that the turbocharger is operated at a higher air flow with higher efficiency.
The resultant increased charge air pressure with
improved scavenging pressure gradient leads to
lower component temperatures.
Charge air preheating by HT-LT switching
Page 2 - 12
48/60B
K-BB

CHATCO (Charge Air Temperature Control)
Slow turn
The charge air temperature control CHATCO

serves to prevent accumulation of condensed water in the charge air pipe. In 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 temperature.
Engines, which are equipped with slow turn, are

automatically turned prior to engine start, with the
turning process being monitored by the engine
control. If the engine does not reach the expected
number of crankshaft revolutions (2.5 revolutions)
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, fuel) in the combustion chamber. If the slow-turn manoeuvre is completed successfully, the engine is started
automatically.
Integrated in the functionality of CHATCO is

Charge air preheating by LT shut off.
Waste gate (blowing-off the exhaust gas)

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 optimised part load
operation.
Jet Assist (acceleration of the turbocharger)

This equipment is used where special demands
exist regarding fast acceleration and/or load application. In 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 admitted to
the compressor wheel via inclined bored passages. In this way, additional air is supplied to the
compressor which in turn is accelerated, thereby
increasing the charge air pressure. Operation of
the accelerating system is initiated by a control,
and limited to a fixed load range.
VIT (Variable Injection Timing)
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 constituent
part of the safety system. Sensors are used to
monitor the temperature of each individual drive
unit (or pair of drive at V engines) 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.
0204-0000MD2.fm
For some engine types with conventional injection

a VIT is available allowing a shifting of injection
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
NOx emissions.
K-BB
48/60B
Page 2 - 13
0204-0000MD2.fm
Page 2 - 14
48/60B
K-BB

0201-0700MA2.fm
Charge air blow-off
Figure 2-6
I-BB
Cold charge air blow-off for selective catalyst operation
Page 2 - 13
0201-0700MA2.fm
Page 2 - 14
I-BB

2.2.1 Standard engine ratings
2.2
Ratings (output) and speeds
2.2.1
Standard engine ratings
Engine 48/60B, GenSet and controllable-pitch propeller (CPP)

1,150 kW/cyl., 500/514 rpm
Engine rating PISO, Standard1)2)
Engine type
No. of cylinders
500rpm
Available turning direction
514rpm
Available turning direction
kW
CW3)CCW4)
kW
CW3)CCW4)
6L48/60B
6,900
Yes/Yes
6,900
Yes/Yes
7L48/60B
8,050
Yes/Yes
8,050
Yes/Yes
8L48/60B
9,200
Yes/Yes
9,200
Yes/Yes
9L48/60B
10,350
Yes/Yes
10,350
Yes/Yes
12V48/60B
12
13,800
Yes/Yes
13,800
Yes/Yes
14V48/60B
14
16,100
Yes/Yes
16,100
Yes/Yes
16V48/60B
16
18,400
Yes/Yes
18,400
Yes/Yes
18V48/60B
18
20,700
Yes/Yes
20,700
Yes/Yes
Table 2-5
Engine ratings 48/60B, GenSet and CPP
1) P
ISO, Standard
2)
as specified in DIN ISO 3046-1, "Paragraph: Definition of engine rating, page 2-18".
0202-0000MD2.fm
Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fullfilling the stated quality
requirements.
3) CW clockwise.
4)
CCW counter clockwise.
I-BB
48/60B
Page 2 - 17

2.2.1 Standard engine ratings
Engine 48/60B, Suction dredger/pumps (mechanical drive)

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

2.2.2 Engine ratings (output) for different applications
2.2.2
Engine ratings (output) for different applications
Kind of application
of ISO-standard-output
Optional power take-off in percentage
Notes
Tropic conditions
(tr/tcr/pr=100kPa)2)
Max. allowed speed reduction

at maximum torque1)
Fuel stop power (blocking)
Available output in percentage

of ISO-standard-output
P Application
PApplication, ISO: Available rating (output) under ISO-conditions dependent on application
Marine main engines (with mechanical or Diesel-electric drive)

Main drive alternator
100
110
45/38
3)
Yes/up to 100 %
Main drive with controllable pitch propeller
100
100
45/38
Yes/up to 100 %
20
45/38
4)
Yes/up to 100 %
Suction dredger/pumps (mechanical drive)

Main drive with speed reduction at maximum
torque
Table 2-7
Please contact
MAN Diesel &
Turbo
5)
Available outputs/related reference conditions 48/60B
1) Maximum
torque given by available output and nominal speed.

Air temperature at compressor inlet of turbocharger.
tcr = Cooling water temperature before charge air cooler.
pr = Barometric pressure.
2) t =
r
3) According
to DIN ISO 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 load).
This additional power shall not be used for the supply of electrical consumers.
4) According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
listed in the column P Application.
turbocharger matching required.
0202-020aMD2.fm
5) Special
E-BB
48/60B
Page 2 - 19
0202-020aMD2.fm
Page 2 - 20
48/60B
E-BB

P Operating: Available rating (output) under local conditions and dependent on application
Dependent on local conditions or special application demands a further load reduction of P Application, ISO
might be needed.
1. No de-rating necessary, provided the conditions listed in the respective column
(see "Table 2-9: De-rating Limits of ambient conditions") are met:
No de-rating up to
stated reference
conditions (Tropic),
see 1.
De-rating needed according to formula,
318 K (45 C)
318 K (45 C) < Tx 333 K (60 C)
> 333 K (60 C)
100 kPa (1 bar)
100 kPa (1 bar) > pambient 90 kPa
< 90 kPa
Cooling water temperature inlet charge air

cooler (LT stage)
311 K (38 C)
311 K (38 C) < Tcx 316 K (43 C)
> 316 K (43 C)
Intake pressure before

compressor
20 mbar1)
20 mbar > pair before compressor 40 mbar1)
< 40 mbar1)
Exhaust gas back pressure after turbocharger
30 mbar1)
30 mbar < pexhaust after turbine 60 mbar1)
> 60 mbar1)
Air temperature before

turbocharger Tx
Ambient pressure
Table 2-9
see 2.
De-rating
needed
accord. to special calculation, see 3.
De-rating Limits of ambient conditions
1) Below/above
atmospheric pressure.
2. De-rating due to ambient conditions and negative intake pressure before compressor or exhaust gas
back pressure after turbocharger.
318
a
Tx U O
1.2
311
1.09 0.09
Tcx
with a 1
POperating PApplication,ISO a
a
Correction factor for ambient conditions
Tx
Air temperature before turbocharger [K] being considered
Increased negative intake pressure before compressor leads to an de-rating, calculated as increased air temperature
before turbocharger
273 t x
withU 0
0202-020bMA2.fm
U 20mbar p Air before compressor mbar 0.25K mbar
D-BB
Page 2 - 19

Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature
before turbocharger:
O PExhaust after turbine mbar 30mbar 0.25K mbar
with 0 0
Tcx
Cooling water temperature inlet charge air cooler (LT stage) [K] being considered
Temperature in Kelvin [K]
Temperature in degree Celsius [C]
TCX 273 tcx
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 calculation is necessary.
If higher requirements for the emission level exist. For the allowed requirements see "Section:
Exhaust gas emission".
If special requirements of the plant for heat recovery exist.
If special requirements on media temperatures

of the engine exist.
If any requirements of MAN Diesel & Turbo
mentioned in the Project Guide can not be

kept.
Note!
0202-020bMA2.fm
Operating pressure data without further specification are given below/above atmospheric
pressure.
Page 2 - 20
D-BB

2.2.3 Engine speeds and related main data
2.2.3
Engine speeds and related main data

Unit
50 Hz
60 Hz
kW/cyl.
1,150
1,150
Rated speed
rpm
500
514
Mean piston speed
m/s
10.0
10.3
Mean effective pressure
bar
25.4
24.7
approx. 130
approx. 130
525
525
Cylinder rating
Number of pole pairs

Lowest engine operating speed:
rpm
in case of rigid foundation

in case of resilient foundation speed
depends on layout of mounting
Highest engine operating speed1)
rpm
Speed adjusting range
rpm
see "Section 2.2.4: Speed adjusting range, page 2-25"
Note!
Power take-off on engine free end up to 100 % of rated output.
Table 2-9
Engine speeds and related main data
This concession may possibly be restricted, see "Figure 2-19: Permissible frequency deviations and corresponding max. output".
0202-0300MD2.fm
1)
E-BB
48/60B
Page 2 - 23
0202-0300MD2.fm
2.2.3 Engine speeds and related main data
Page 2 - 24
48/60B
E-BB

2.2.4 Speed adjusting range
2.2.4
Speed adjusting range
The following specification represents the standard settings. For special applications, deviating
settings may be necessary.
Electronic governors
Mechanical governors
Drive
Speed droop
Maximum
speed at full
load
Maximum
speed at idle
running
Minimum
speed
1 main engine with controllable-pitch propeller and without

PTO
3%
100 % (+0.5%)
103 % (+0.5%)
60 %
1 main engine with controllable-pitch propeller and with

PTO
3%
100 % (+0.5%)
103 % (+0.5%)
60 %
Parallel operation of 2 engines

driving 1 shaft with/without
PTO
5%
100 % (+0.5%)
105 % (+0.5%)
60 %
GenSets/"diesel-electric
plants"
5%
103 %
108 %
60 %
1 main engine with controllable-pitch propeller and without

PTO
0%
100 % (+0.5%)
100 % (+0.5%)
60 %
1 main engine with controllable-pitch propeller and with

PTO
0%
100 % (+0.5%)
100 % (+0.5%)
60 %
Load sharing via speed droop

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

by PMS or
5%
100 % (+0.5%)
105 % (+0.5%)
60 %
Isochronous load sharing
0%
100 % (+0.5%)
100 % (+0.5%)
60 %
Parallel operation of 2 engines

driving 1 shaft with/without
PTO:
Mechanical/electronic governors
0202-0400MA2.fm
Table 2-10
E-BB
Page 2 - 25
0202-0400MA2.fm
2.2.4 Speed adjusting range
Page 2 - 26
E-BB

2.3 Engine operation under arctic conditions
2.3
Engine operation under arctic conditions
Arctic condition is defined as:
Engine equipment
Air intake temperatures of the engine below +5 C
SaCoS/SaCoSone
If engines operate under arctic conditions (intermittently or permanently), the engine equipment
and plant installation have to meet special design
features and requirements. They depend on the
possible minimum air intake temperature of the
engine and the specification of the fuel used.
SaCoS/SaCoSone equipment is suitable to be
Minimum air intake temperature of the engine, tx:
Category A
+5 C > tx 15 C
Category B
15 C > tx 35 C
Category C
tx 35 C
Special engine design requirements
Charge air blow-off according to categories A,

B or C.
If arctic fuel (with very low lubricating properties)
In case these conditions cannot be met, protective 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 places, 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.
is used, the following actions are required:
Plant installation
- The maximum allowable fuel temperatures

have to be kept.
Intake air conditioning
- Fuel injection pump

Only in case of conventional fuel injection
system, dependent on engine type installation 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 contaminated.
- Fuel injection valve
Nozzle cooling has to be switched off to
avoid corrosion caused by temperatures below the dew point.
0205-0000AA2.fm
stored at minimum temperatures of 15 C.
- Inlet valve lubrication

Has to be activated to avoid an increased
wear of the inlet valves.
D-BB
Air intake of the engine and power house/engine room ventilation have to be two different
systems to ensure that the power house/engine room temperature is not too low caused
by the ambient air temperature.
It 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
side).
Gas engines
- An air intake temperature +5 C has to be
ensured by preheating.
- In addition, the maximum ambient temperature has to be considered since the engine
control can only compensate a limited temperature range (approx. 20 K).
Page 2 - 27

Example:
Minimum power house/engine room temperature
Maximum ambient temperature .... +35 C
Ventilation of power house/engine room
Temperature compensation
by engine.......................................... 20 K
> An air intake temperature of +15 C
(35 C 20 K = 15 C) has to be ensured 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 closed).
- 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 closed).
> In special cases the change-over point
for the change from diesel operation to
dual-fuel mode (gas mode) 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 closed).
- Category C
> An air intake temperature 35 C has to
be ensured by preheating.
Minimum powerhouse/engine room temperature for design +5 C
Coolant and lube oil systems

- HT and lube oil system has to be preheated
for each individual engine, see "Section 2.5.2:
Starting conditions and load application for dieselelectric plants, page 2-35".
- Design requirements for the preheater of HT

systems:
> Category A
Standard preheater
> Category B
50 % increased capacity of the preheater
> Category C
100 % increased capacity of the preheater
- If 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 engine
supplies, page 4-1".
Insulation
The design of the insulation of the piping systems and other plant parts (tanks, heat exchanger etc.) has to be modified and designed
for the special requirements of arctic conditions.
0205-0000AA2.fm
> Additionally the charge air before the cylinder is preheated by the HT circuit of the
charge air cooler (LT circuit closed).
The air of the power house/engine room ventilation must not be too cold (preheating is necessary) to avoid the freezing of the liquids in the
power house/engine room systems.
Page 2 - 28
D-BB

Heat tracing
To support the restart procedures in cold condition (e. g. after unmanned survival mode during winter), it is recommended to install a heat
tracing system in the piping to the engine.
Note!
A preheating of the lube oil has to be ensured.
If the plant is not equipped with a lube oil separator (e. g. plants only operating on MGO) alternative equipment for preheating of the lube
oil to be provided.
0205-0000AA2.fm
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.
D-BB
Page 2 - 29
0205-0000AA2.fm
Page 2 - 30
D-BB

2.4 Low load operation
2.4
Low load operation
Definition
Operation on heavy fuel oil
Generally the following load conditions are differentiated:
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 2-10: Time limits for low load op-
Overload (for regulation):
> 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
eration (on the left), duration of relieving operation (on

the right)", the engine must, after a phase of part
load operation, either be switched over to diesel

operation or be operated at high load (> 70 % of
full load output) for a certain period of time in order
to reduce the deposits in the cylinder and exhaust
gas turbocharger again.
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.
In case the engine is to be operated at low load for

a period exceeding (see "Figure 2-10: Time limits for
In the idling mode or during low load engine operation, combustion in the cylinders is not ideal. Deposits may form in the combustion chamber,
which result in a higher soot emission and an increase of cylinder contamination.
over to diesel oil operation beforehand.
Moreover, in low load operation and during manoeuvring of ships, the cooling water temperatures 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 necessary because optimized combustion is realized by
an electronically controlled fuel injection system.
HT: High temperature
LT: Low temperature
low load operation (on the left), duration of relieving operation (on the right)"), the engine is to be switched
Be aware, that after 500 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"). For continuous heavy fuel oil operation at low load in the range < 25 % of the full
engine output, coordination with MAN Diesel &
Turbo is absolutely necessary.
Operation on diesel fuel
For low load operation on diesel fuel oil, the following 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 special arrangements.
A no-load operation, especially at nominal

speed (alternator operation) is only permitted
for a maximum period of one hour.
0206-0000MA2.fm
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.
E-BB
Page 2 - 31

2.4 Low load operation
P [%]
Duration of "relieving operation"
Time limits for low-load operation
MGO.MDO,HFO-operation
> 70% of full-load output
t [h]
Figure 2-10
Time limits for low load operation (on the left), duration of relieving operation (on the right)
Legend
P
Full load output [%]
Operating period [h]
Explanations
New running in needed after > 500 hours low load
operation (see "Section 9.3: Engine running-in, page
9-9").
Note!
Acceleration time from present output to 70 %
of full load output not less than 15 minutes.
Example
Line a (time limits for low load operation):
At 10 % of full load output, HFO operation is permissible for maximum 19 hours, MGO/MDO operation for maximum 40 hours, than output has to
be increased.
Line b (duration of relieving operation):
Page 2 - 32
0206-0000MA2.fm
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.
E-BB

2.5.1 Operating range for controllable-pitch propeller
2.5
Propeller operation, suction dredge (pump drive)
2.5.1
Operating range for controllable-pitch propeller

Engine output [%]
Torque, BMEP [%]
110
100
1 Load limit
2 Recommended combinator curve
3 Zero thrust
100
MCR
90
90
80
80
70
Max. permitted engine output
after load reduction demand of
engine control
70
60
60
1
50
50
2
40
40
Range II
Range I
30
30
20
20
3
10
10
0
40
50
60
70
80
90
100
110
Engine speed [%]

Figure 2-7
Operating range for controllable-pitch propeller
Note!
0207-0000MAsd2.fm
In rare occasions it might be necessary that

certain engine speed intervals have to be
barred for continuous operation.
phase) by a torsional vibration calculation, by

a dimensioning of the resilient mounting, and,
if necessary, by an engine operational vibration
calculation.
For FPP applications as well as for applications using resilient mounted engines, the admissible engine speed range has to be
conrmed (preferably at an early project
D-BB
32/40, 48/60B, 48/60CR
Page 2 - 33

2.5.1 Operating range for controllable-pitch propeller
Rated output/operating range

Maximum continuous rating (MCR)
Range I: Operating range for continuous operation.
Range II: Operating range which is temporarily admissible e. g. during acceleration and manoeuvring.
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
power) and additional power requirements (e. g.
by PTO) must be taken into account.
IMO certication for engines with operating range for

controllable-pitch propeller (CPP)
0207-0000MAsd2.fm
Test cycle type E2 will be applied for the engines

certication for compliance with the NOx limits according to NOx technical code.
Page 2 - 34
32/40, 48/60B, 48/60CR
D-BB

2.5.2 General requirements for propeller pitch control
2.5.2
General requirements for propeller pitch control
Pitch control of the propeller plant
4 20 mA load indication from engine control

As a load indication a 4 20 mA signal from the
engine control is supplied to the propeller control.
General
A distinction between constant-speed operation
and combinator-curve operation has to be ensured.
Failure of propeller pitch control:
In order to avoid overloading of the engine upon
failure of the propeller pitch control the propeller
pitch must be adjusted to a value < 60 % of the
maximum possible pitch.
Combinator-curve operation:
The 4 20 mA signal has to be used for the assignment 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 (CPP), page 2-32") has to be observed also
during acceleration/load increase and unloading.
Acceleration/load increase
The engine speed has to be increased prior increasing the propeller pitch (see "Figure 2-8: Exam-
ple to illustrate the change from one load step to

another").
Or if increasing both synchronic the speed has to

be increased faster than the propeller pitch. The
area above the combinator curve should not be
reached.
Automatic limiting of the rate of load increase must
also be implemented in the propulsion control.
Deceleration/unloading the engine
0207-0200MA2.fm
The engine speed has to be reduced later than the

propeller pitch (see "Figure 2-8: Example to illustrate
the change from one load step to another").
Or if decreasing both synchronic the propeller
pitch has to be decreased faster than the speed.
The area above the combinator curve should not
be reached.
A-BB
Page 2 - 35

Engine output [%]

1 Load limit
2 Recommended combinator curve
3 Zero thrust
MCR
Detail:
decreasing load
1st Pitch
(load)
2nd Speed
Detail:
increasing load
2nd Pitch
(load)
1st Speed
Load steps
3
Figure 2-9
Page 2 - 36
0207-0200MA2.fm
Engine speed [%]

Example to illustrate the change from one load step to another
A-BB

Windmilling protection
Propeller pitch reduction contact
If a stopped engine (fuel admission at zero) is being turned by the propeller, this is called windmilling. The permissible period for windmilling is
short, because windmilling can cause, due to poor
lubrication at low propeller speed, excessive wear
of the engines bearings.
This contact is activated when disturbances in engine operation occur, for example too high exhaust-gas mean-value deviation. When the
contact is activated, the propeller control system
has to reduce the propeller pitch to 60 % of the
rated engine output, without change in engine
speed.
Single-screw ship
The propeller control has to ensure that the windmilling time is less than 40 sec.
Distinction between normal manoeuvre and emergency manoeuvre
Multiple-screw ship
The propeller control system has to be able to distinguish between normal manoeuvre and emergency manoeuvre (i.e., two different acceleration
curves are necessary).
The propeller control has to ensure that the windmilling time is less than 40 sec. In case of plants
without shifting clutch, it has to be ensured 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.)
Binary signals from engine control
Overload contact
MAN Diesel & Turbo's guidelines concerning acceleration times and power range have to be observed
The power range (see"Section 2.5.1: Operating range
for controllable-pitch propeller, page 2-33") and the acceleration times (see "Section 2.5.4: Acceleration
times, page 2-41") are to be observed.
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. If this signal remains longer than the predetermined time
limit, the propeller pitch has to be decreased.
Operation close to the limit curves (only for electronic

speed governors)
0207-0200MA2.fm
This contact is activated when the engine is operated close to a limit curve (torque limiter, charge air
pressure limiter...). When the contact is activated,
the propeller control system has to keep from increasing the propeller pitch. In case the signal remains longer than the predetermined time limit,
the propeller pitch has to be decreased.
A-BB
Page 2 - 37
0207-0200MA2.fm
Page 2 - 38
A-BB

2.5.3 Operating range for mechanical pump drive
2.5.3
Operating range for mechanical pump drive

Torque, BMEP [%]
Engine output [%]
100
110
MCR
(reduced output according to
chapter available outputs)
100
90
Range I operating range for

continuous operation
80
3 Theoretical propeller curve
90
80
70
70
60
3
Max. permitted engine
output after load
reduction demand of
engine control
60
50
50
40
40
30
Range I
30
20
20
10
10
0
30
40
50
60
70
80
90
100
110
0207-0400MA2.fm
Engine speed [%]

Figure 2-10
K-BA
Operating range for mechanical pump drive
Page 2 - 39

2.5.3 Operating range for mechanical pump drive
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 operation between 80 % and 100 % of nominal engine speed. This specific operating range
results in a reduced output of the engine according to "Table: Available outputs/related reference conditions" in "Section: Engine ratings (output)
for different applications Ratings (output) and

speeds".

mechanical pump drive
0207-0400MA2.fm
Test cycle type C1 for auxiliary engine application

will be applied for the engines certication for
compliance with the NOx limits according to NOx
technical code.
Page 2 - 40
K-BA

2.5.4 Acceleration times
2.5.4
Acceleration times
Acceleration times for controllable pitch-propeller plants
General remark
Stated acceleration times in "Figure 2-11: Control le-
ver setting and corresponding engine 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 calculated separately.
Propeller control
For remote controlled propeller drives for ships
with unmanned or centrally monitored engine
room operation in accordance to IACS Requirements concerning MACHINERY INSTALLATIONS, M43, a single control device for each
independent propeller has to be provided, with automatic performance preventing overload and
prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine according to the relevant and specic operating
range (CPP, FPP, water jet, etc.) has to be ensured. In case of a manned engine room and manual operation of the propulsion drive, the engine
room personnel are responsible for the soft loading sequence, before control is handed over to the
bridge.
0207-050aMDE2.fm
Load control program

The lower time limits for normal and emergency
manoeuvres are given in our diagrams for application and shedding of load. We strongly recommend that the limits for normal manoeuvring is
observed during normal operation, to achieve
trouble-free engine operation on a long-term basis. An automatic change-over to a shortened load
programme is required for emergency manoeuvres. The nal design of the programme should be
jointly determined by all the parties involved, considering the demands for manoeuvring and the actual service capacity.
E-BB
48/60B, 48/60CR
Page 2 - 41
0207-050aMDE2.fm
Page 2 - 42
48/60B, 48/60CR, 58/64
E-BB
Engine rating [%]
Figure 2-11
K-BA
48/60B, 48/60CR
FULL ASTERN
to STOP
AHEAD
STOP to FULL AHEAD
Normal Manoeuvre
1
0 0
1
2
Time in minutes Time in minutes
Emergency Manoeuvre
STOP
to FULL ASTERN
ASTERN
10 0
Time [min] with preheated engine (lube oil temperature minimum 40C, cooling water temperature minimum 60C)
Engine speed should generally rise more quickly than propeller pitch when loading and fall more slowly when unloading the engine.
10
20
30
40
50
60
70
80
90
100
0207-050bMDE2.fm
FULL AHEAD
to STOP
Engines 48/60B, 48/60CR
Control lever setting and corresponding engine specic acceleration times (for guidance)
Page 2 - 43
0207-050bMDE2.fm
Page 2 - 44
48/60B, 48/60CR
K-BA
0208-0100MA.fm
2.6.1 Operating range for GenSets
2.6
GenSet operation
2.6.1
Operating range for GenSets
Figure 2-12
D-BC
Operating range for GenSets
Page 2 - 45

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

electric propulsion
0208-0100MA.fm
Test cycle type E2 will be applied for the engines

certication for compliance with the NOx limits according to NOx technical code.
Page 2 - 46
D-BC

2.6.2 Starting conditions and load application for diesel-electric plants
2.6.2
Starting conditions and load application for diesel-electric plants
In multiple-engine plants with GenSet operation

and load regulation by a power management system, the availability of engines not in operation is
an important aspect.
The following data and conditions are of relevance:
Engine start-up time until synchronization

"Black-Start" capability (with restriction of the
plant)
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 < pOil before engine < 0.6 bar)
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 injection 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 pressurized fuel oil
tank, if no fuel oil supply pump is attached at the
engine.
Plant
Note!
Prelubrication pump with low pressure before
Statements are relevant for non arctic conditions.
engine
(0.3 bar < pOil before engine < 0.6 bar)
Note!
Oil pressure > 0.3 bar to be ensured also for lube

oil temperature up to 80 C.
For arctic conditions please consider relevant

sections and clarify undefined details with
MAN Diesel & Turbo.
Preheating HT cooling water system

(60 90 C)
Preheating lube oil system (> 40 C)

Power management system with supervision of
stand-by times engines
Requirements on engine and plant installation for

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

applicable)
C-BB
Page 2 - 47

Engine starting
conditions
After blackout or "Dead

Ship" ("Black-Start")
From stand-by mode
After stand-still
("Normal Start")
< 1 minute
< 1 minute
> 2 minutes
Start up time until

load application
General notes
-
Engine start-up only within
Maximum stand-by time
1 h after stop of engine that has

been in operation
7 days
1 h after end of stand-by mode

Note!
In case of "Dead Ship" condition a main engine has to be
put back to service within max.
30 min. according to IACS UR
M61.
Supervised by power management system plant.

(For longer stand-by periods in
special cases contact MAN
Diesel & Turbo.)
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
No
Start-blocking of engine leads

to withdraw of "Stand-by Operation".
No
No
Yes1)
No, if engine was previously in

operation or stand-by as per general notes above.
Yes
Yes
Permanent
Permanent
pOil before engine < 0.3 bar

permissible
0.3 bar < pOil before engine

< 0.6 bar
0.3 bar < pOil before

engine <0.6 bar
Less than 40 C permissible
> 40 C
> 40 C
Slow turn
Preheated and primed
For other engines see requirements in other columns.

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 requirements in other columns.
Prelubrication pressure
before engine
Preheating temperature before engine
Page 2 - 48
Required starting conditions for diesel-electric plants (1 of 2)
0208-0200MA2.fm
Table 2-12
C-BB

Engine starting
conditions
After blackout or "Dead

Ship" ("Black-Start")
From stand-by mode
After stand-still
("Normal Start")
Less than 60 C permissible
60 90 C
60 90 C
HT cooling water
Preheating temperature before engine
Fuel system
For MDO operation
For HFO operation
Table 2-12
Air driven fuel oil supply pump or

fuel oils service tank at sufficient
height or pressurized fuel oil tank
required.
Supply pumps in operation or with starting command to

engine.
Supply and booster pumps in operation, fuel preheated to
operating viscosity.
(In case of permanent stand-by a periodical exchange of the
circulating HFO has to be ensured to avoid cracking of the
fuel. This can be done by releasing a certain amount of circulating HFO into the day tank and substituting it with "fresh"
fuel from the tank.)
Required starting conditions for diesel-electric plants (2 of 2)
is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.
0208-0200MA2.fm
1) It
If fuel oil supply pump is not

attached to the engine:
C-BB
Page 2 - 49
0208-0200MA2.fm
Page 2 - 50
C-BB

2.6.3 Load application Preheated engine
2.6.3
Load application Preheated engine
In 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 engine.
"Figure 2-12: Start up times until load application for diesel-electric marine plants from stand-by mode; engines
preheated and prelubricated" shows the shortest time
to run up the engines from stand-by mode (preheated and prelubricated).
"Figure 2-13: Start up times until load application for diesel-electric marine plants in Normal Starting Mode (not in
stand-by mode); engines preheated" shows the short-
est time to run up the engines in normal starting

mode, with the needed time for start up lube oil
system + prelubrication of the engines.
"Figure 2-14: Load application for diesel-electric marine

plants; engines preheated and prelubricated, synchronization speed reached" shows the maximum allowable
0208-0300MA2.fm
Figure 2-12
load application times for continuously loading the

engine and load application within three load
steps.
"Figure 2-15: Load application for diesel-electric marine

plants; engines preheated and prelubricated, synchronization speed reached Only emergency case" 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 under these 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 application
times by taking into account the realistic requirements 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 early
project stage.
Start up times until load application for diesel-electric marine plants from stand-by mode; engines preheated
and prelubricated
Engines in stand-by mode can be started with Normal Starting Procedure at any time.
D-BB
Page 2 - 51

Figure 2-13
Start up times until load application for diesel-electric marine plants in Normal Starting Mode (not in stand-by mode); engines preheated
Engine
load [%]
Shortest possible
continuous loading
(with Jet-assist)
Maximum allowable
load application within
three load steps
Shortest possible
continuous loading
(without Jet-assist)
100
90
80
70
60
50
40
30
20
Valid only for preheated engines:

Lube oil temperature > 40
Cooling water temperature > 60
10
0
20
40
60
80
100
Time [sec]
Figure 2-14
Page 2 - 52
Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization speed
reached
D-BB
0208-0300MA2.fm

Engine
load [%]
nly emergency case (visible exhaust gas likely)
100
90
80
Emergency loading
(with / without Jet-assist)
70
60
50
40
30
20
Valid only for preheated engines:

Lube oil temperature > 40 C
Cooling water temperature > 60 C
10
0
0
20
40
60
80
100
Time [sec]
Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization speed
reached Only emergency case
0208-0300MA2.fm
Figure 2-15
D-BB
Page 2 - 53

2.6.4 Load application Cold engine (only emergency case)
2.6.4
Load application Cold engine (only emergency case)
In case of emergency, it is possible to start the

cold engine provided the required media temperatures 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 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 loaded regularly up to 100 % engine load according to
"Figure 2-13: Load application for GenSets; engines preheated and prelubricated, synchronization speed
reached With conventional injection".
The engine is started and accelerated up to

100 % engine speed within 1 3 minutes.
Loading the engine gradually up to 30 % engine load within 6 to 8 minutes.
Warming up the engine: lube oil temperature

> 40 C, cooling water temperature > 60 C.
Engine speed or
engine load [%]
100
Further engine loading after reaching the prescribed media
90
temperatures: Lube oil > 40 C, Cooling water > 60 C
80
Engine speed
70
60
Emergency case
Required for starting the engine:
Engine pre-lubricated
Lube oil > 20C
Cool. water > 20C
50
40
Time span depends on actual media

temperatures and specific design of the plant
30
40 sec
20
Engine load
10
2 min
0
0
[min]
9 10 11 12 13 14 15 16 17 Time
18 19
20
Load application for diesel-electric marine plants, emergency case; cold engines
0208-0300MA2.fm
Figure 2-16
Page 2 - 54
D-BB

2.6.5 Load application for ship electrical systems
2.6.5
Load application for ship electrical systems
In the age of highly turbocharged diesel engines,

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

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

According to the previous diagram the maximum

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

Minimum requirements concerning dynamic
speed drop, remaining speed variation and recovery time during load application are listed below.
Classification Society
Germanischer Lloyd
Dynamic speed
drop in% of the
nominal speed
Remaining speed
variation in% of the
nominal speed
Recovery time until reaching the tolerance band

1 % of nominal speed
10 %
5 %
5 sec.
RINA
5 sec., max 8 sec.
Lloyds Register
5 sec.
American Bureau of Shipping

Bureau Veritas
Det Norske Veritas
ISO 8528-5
Minimum requirements of the classification societies plus ISO rule
In case of a load drop of 100 % nominal engine

power, the dynamic speed variation must not exceed 10 % of the nominal speed and the remain-
Page 2 - 56
ing speed variation must not surpass 5 % of the

nominal speed.
J-BB
0208-0302MA2.fm
Table 2-14

Requirements for plant design:
The load application behaviour must be considered in the electrical system design of the
plant.
The system operation must be safe in case of

graduated load application.
The load application conditions (E-balance)
must be approved during the planning and examination phase.
The possible failure of one engine must be

considered please see "Section 2.5.8: Dieselelectric operation of vessels Failure of one engine,
page 2-51".
0208-0302MA2.fm
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.
J-BB
Page 2 - 57
0208-0302MA2.fm
Page 2 - 58
J-BB

2.6.6 Available outputs and permissible frequency deviations
2.6.6
Available outputs and permissible frequency deviations
General
Limiting parameters
Generating sets, which are integrated in an electricity supply system, are subjected to the frequency uctuations of the mains. Depending on the
severity of the frequency uctuations, output and
operation respectively have to be restricted.
Max. torque
Frequency adjustment range

According to DIN ISO 8528-5: 1997-11, operating
limits of > 2.5 % are specied for the lower and upper frequency adjustment range.
Operating range
Depending on the prevailing local ambient conditions, a certain maximum continuous rating will be
available.
0208-0400AA2.fm
In the output/speed and frequency diagrams, a

range has specically been marked with No continuous operation allowed in this area. Operation
in this range is only permissible for a short period
of time, i. e. for less than 2 minutes. In special cases, a continuous rating is permissible if the standard frequency is exceeded by more than 3 %.
Figure 2-18
A-BB
In 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 admissible for
continuous operation, is only permissible for a
short period of time, i. e. for less than 2 minutes.
For engine-specic information see "Section: Rat-
ings (output) and speeds of the specic engine."
Overload
According to DIN ISO 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 load). This additional
power shall not be used for the supply of electrical
consumers.
Permissible frequency deviations and corresponding max. output
Page 2 - 59
0208-0400AA2.fm
2.6.6 Available outputs and permissible frequency deviations
Page 2 - 60
A-BB

2.6.7 Load reduction
2.6.7
Load reduction
Sudden load shedding

For the sudden load shedding from 100 % to 0 %
PNominal several requirements from the classification
societies regarding the dynamic and permanent
change of engine speed have to be fulfilled.
A sudden load shedding represents a rather exceptional situation e. g. opening of the diesel-electric plants alternator switch during high load.
After a sudden load shedding it has to be ensured
that system circuits remain in operation for a minimum of 15 min. to dissipate the residual engine
heat.
In 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

engine
Run-down cooling
In order to dissipate the residual engine heat,
the system circuits should be kept in operation
for a minimum of 15 min.
"Figure 2-19: Engine ramping down, generally" 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 dissipation
it always should be aimed for longer ramping
down times by taking into account the realistic requirements of the specific plant.
Engine
load [%]
100
90
Shortest possible continuous load reduction
80
70
60
Sudden load shedding
In case of related compressor
surging please check the
proper function of the turbo
charger silencer filter mat
50
40
30
20
10
0
0
10
Time [sec]
Engine ramping down, generally
0208-0500MA2.fm
Figure 2-19
I-BB
Page 2 - 61
0208-0500MA2.fm
2.6.7 Load reduction
Page 2 - 62
I-BB

2.6.8 Diesel-electric operation of vessels Failure of one engine
2.6.8
Diesel-electric operation of vessels Failure of one engine
Diesel-electric operation of vessels is defined as

parallel operation of GenSets forming a closed
system.
In the electrical system design of the plant the possible failure of one engine has to be considered in
order to avoid overloading and under frequency of
the remaining engines with the risk of an electrical
blackout.
Therefore we recommend to install a power management system. This ensures uninterrupted operation in the maximum output range and in case
one unit fails the power management system reduces the propulsive output or switches off less
important energy consumers in order to avoid under frequency.
Load application in case one engine fails

In case one engine fails, its output has to be made
up for by the remaining engines in the system
and/or the load has to be decreased by reducing
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 application depending on base load".
According to the operating conditions it's the responsibility of the ship's operator to set priorities
and to decide which energy consumer has to be
switched off.
The base load should be chosen as high as possible to achieve an optimum engine operation and
lowest soot emissions.
0208-0600MA2.fm
The optimum operating range and the permissible

part loads are to be observed (see "Section 2.4: Low
load operation, page 2-31").
Figure 2-20
A-BA
Load application depending on base load
Page 2 - 63

2.6.8 Diesel-electric operation of vessels Failure of one engine
The maximum engine load per engine in a multiengine plant, dependent on the total number of
operating engines, which doesn't lead to a total
output reduction in case one GenSet fails, can be
derived (see "Table 2-15: Load application in case one
engine fails").
No. of engines running-in the system
10
Utilisation of engines capacity during system

operation in (%) of Pmax
50
75
80
83
86
87.5
89
90
Table 2-15
Load application in case one engine fails
Example
The isolated network consists of 4 engines with
12,170 kW electrical output each.
To achieve an uniform load sharing all engines
must have the same speed droop.
The possible output of the multi-engine plant operating at 100 % load is:
Pmax 4 12,170kW 48,680kW 100%
If the present system load is P0 = 39,000, each engine runs with:

100% P0 Pmax 100% 39,000 48,680 80%Load
In case one unit suddenly fails, an immediate

transfer of 20 % engine output is possible according to the diagram, i. e. from 80 % to 100 % engine output.
100 % engine output of the remaining
3 engines is calculated as follows:
P1 3 12,170kW 36,500kW
0208-0600MA2.fm
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.
Page 2 - 64
A-BA

2.6.9 Alternator Reverse power protection
2.6.9
Alternator Reverse power protection
Demand for reverse power protection
Adjusting the reverse power protection relay
For each alternator (arranged for parallel operation) a reverse power protection device has to be
provided because if a stopped combustion engine
(fuel admission at zero) is being turned it can
cause, due to poor lubrication, excessive wear on
the engines bearings. This is also a classifications
requirement.
Adjusting value for reverse power protection relay:

Maximum 3 % of the rated alternator power.
Definition of reverse power

If 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 connected to the mains.
Stopping of the combustion engine while the

driven alternator is still connected to the electric
grid.
On vessels with electric traction motor and crash

stop requirements (shifting the manoeuvring lever
from forward to full reverse), 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 manoeuvre.
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
If a reverse power higher than the adjusted val-
ue for the reverse power protection relay occurs, the alternator switch has to open
immediately 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.
On ships with diesel-electric drive the propeller
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
0208-1000MA2.fm
load decrease in an isolated electrical system ->

if the combustion engine is operated at low
load (e. g. just after synchronising).
E-BA
Page 2 - 65
0208-1000MA2.fm
2.6.9 Alternator Reverse power protection
Page 2 - 66
E-BA

2.6.10 Earthing of diesel engines and bearing insulation on alternators
2.6.10
Earthing of diesel engines and bearing insulation on alternators
General
The use of electrical equipment on diesel engines
requires precautions to be taken for protection
against shock current and for equipotential bonding. These not only serve as shock protection but
also for functional protection of electric and electronic devices (EMC protection, device protection
in case of welding, etc.).
V-engine
L-engine
View of coupling side
View of control side
M12x20
M12x20
Exhaust side
Free end
V-engine
Coupling
side
L-engine
Control side
Figure 2-21
Earthing connection on engine (are arranged diagonally opposite each other)
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.
It has to be ensured that earthing is carried out immediately after engine set-up! (If this cannot be accomplished any other way, at least provisional
earthing is to be effected right at the beginning.)
end is insulated on alternators approx. > 1 MW.

For verification, the voltage available at the shaft
voltage) is measured while the alternator is running
and excited. With proper insulation, a voltage can
be measured. In order 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 alternator manufacturers responsibility.
0208-1100MA2.fm
Measures to be taken on the alternator

Because of slight magnetic unbalances and ring
excitations, shaft voltages, i. e. voltages between
the two shaft ends, are generated in electrical machines. In the case of considerable values (e. g.
> 0.3 V), there is the risk that bearing damage occurs due to current transfers. For this reason, at
least the bearing that is not located on the drive
K-BB
32/40, 48/60B, 48/60CR
Page 2 - 67

2.6.10 Earthing of diesel engines and bearing insulation on alternators
Consequences of inadequate bearing

insulation on the alternator, and insulation check
In case the bearing insulation is inadequate, e. g.,
if the bearing insulation was short-circuit by a
measuring lead (PT100, vibration sensor), leakage
currents may occur, which result in the destruction
of the bearings. One possibility to check the insulation with the machine at standstill (prior to coupling the alternator to the engine; this, however, is
only possible in the case of single-bearing alternators) would be to raise the alternator rotor (insulated, in the crane) 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!).
Execution of earthing
On vessels, earthing must be done by the shipyard
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
In order to prevent damage on electrical components, it is imperative to earth welding equipment
close to the welding area, i. e., the distance between the welding electrode and the earthing connection should not exceed 10 m.
If the shaft voltage of the alternator at rated speed

and rated voltage is known (e. g. from the test
record of the alternator acceptance test), it is also
possible to carry out a comparative measurement.
If the measured shaft voltage is lower than the result of the earlier measurement (test record), the
alternator manufacturer should be consulted.
Earthing conductor
The nominal cross section of the earthing conductor (equipotential bonding conductor) has to be
selected in accordance with DIN VDE 0100, part
540 (up to 1000 V) or DIN VDE 0141 (in excess of
1 KV).
Generally, the following applies:
The protective conductor to be assigned to the
largest main conductor is to be taken as a basis
for sizing the cross sections of the equipotential
bonding conductors.
0208-1100MA2.fm
Flexible conductors have to be used for the connection of resiliently mounted engines.
Page 2 - 68
32/40, 48/60B, 48/60CR
K-BB

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

1,150 kW/cyl., 500/514 rpm
% Load
L48/60B
Spec. fuel consumption

(g/kWh) with HFO/MDO
without attached
pumps2)3)
Table 2-15
V48/60B
100
851)
75
50
25
100
851)
75
50
25
186
184
190
195
215
184
182
188
193
213
Fuel oil consumption 48/60B GenSet and controllable-pitch propeller (CPP)
1) Warranted
fuel consumption at 85 % MCR.

for warranty +5 %. Please note that the additions to fuel consumption must be considered before the tolerance
for warranty is taken into account.
3) Based on reference conditions, see "Table 2-18: Reference conditions 48/60B".
2) Tolerance
Engine 48/60B Suction dredger/pumps (mechanical drive)
0209-0000MD2.fm
Please contact MAN Diesel & Turbo for project specific details.
C-BC
48/60B
Page 2 - 69

2.7.1 Fuel oil consumption for emission standard: IMO Tier II
Additions to fuel consumption (g/kWh)

% Load
100
85
75
50
25
For each attached cooling water pump
+0.5
+0.6
+0.7
+1.0
+2.0
For all attached lube oil pumps
+1.6
+1.9
+2.1
+3.2
+6.4
For operation with MGO
+2.0
For exhaust gas back pressure after turbine > 30 mbar
Every additional 1 mbar (0.1 kPa) backpressure addition of

0.05 g/kWh to be calculated
In case a charge air blow-off device is installed

Table 2-16
Please consult MAN Diesel & Turbo
Additions to fuel consumption
Fuel oil consumption at idle running (kg/h)

No. of cylinders
6L
7L
8L
9L
12V
14V
16V
18V
Speed 500/514 rpm
100
120
140
160
200
230
265
300
Table 2-17
Fuel oil consumption at idle running
Reference conditions (according to ISO 3046-1: 2002;

ISO 15550: 2002)
Air temperature before turbocharger tr
25
Ambient pressure pr
bar
Relative humidity r
30
Engine type specific reference

charge air temperature before
cylinder tbar1)
34
kJ/kg
42,700
Net calorific value NCV

Table 2-18
Reference conditions 48/60B
1) Specified reference charge air temperature corresponds to
a mean value for all cylinder numbers that will be achieved

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

For detailed information see "Section 5.3.1: Cooling
water system diagram, page 5-45".
0209-0000MD2.fm
IMO: International Maritime Organization

MARPOL 73/78; Revised Annex VI-2008, Regulation 13.
Tier II: NOx technical code on control of emission
of nitrogen oxides from diesel engines.
Page 2 - 70
48/60B
C-BC

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

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

2.7.3 Starting air/control air consumption
2.7.3
Starting air/control air consumption
Number of cylinders
6L
7L
8L
9L
12V
14V
16V
18V
litre
651
760
868
977
1,303
1,520
1,737
1,955
Nm 2)
2.8
3.2
3.5
3.8
4.8
5.5
6.0
6.7
Air consumption per Jet

Assist activation3)
4.0
4.0
5.5
5.5
7.9
7.9
7.9
11.3
Air consumption per slow

turn manoeuvre1) 4)
5.6
6.4
7.0
7.6
9.6
11.0
12.0
13.4
Swept volume of engine

Air consumption per start1)
Table 2-20
Starting air consumption 48/60B
1) The
b0209-0200MD2.fm
air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. The stated air
consumption refers only to the engine. For the GenSets an higher air consumption needs to be considered (approx. 50 %
increased).
2)
Nm corresponds to one cubic meter of gas at 0 C and 101.32 kPa.
3)
The above-mentioned air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet duration may
vary between 3 sec and 10 sec, depending on the loading (average jet duration 5 sec).
4)
Required for plants with Power Management System demanding automatic engine start. The air consumption per slow turn
activation depends on the inertia moment of the unit. This value does not include the needed air consumption for the
automically activated engine start after end of the slow turn manoeuvre.
Page 2 - 72
48/60B
B-BD

2.7.4 Recalculation of fuel consumption dependent on ambient conditions
2.7.4
Recalculation of fuel consumption dependent on ambient conditions
In accordance to ISO-Standard ISO 3046-1:2002 Reciprocating internal combustion engines Performance,
Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods Additional requirements for engines for general use MAN Diesel & Turbo specifies the method for recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged engines as follows:
= 1+ 0.0006 ( t x tr ) + 0.0004 ( tbax tbar ) + 0.07 ( pr p x )

The formula is valid within the following limits:
+ Ambient air temperature
5 C 55 C
+ Charge air temperature before cylinder
25 C 75 C
+ Ambient air pressure
0.885 bar 1.030 bar
bx = br
br =
bx
Fuel consumption factor
tbar
Engine type specific reference charge air temperature before cylinder

see "Table: Reference conditions" in "Section: Fuel oil; lube oil; starting air/control
air consumption".
Reference
At test run or at site
[g/kWh]
br
bx
Ambient air temperature
[C]
tr
tx
Charge air temperature before cylinder
[C]
tbar
tbax
Ambient air pressure
[bar]
pr
px
Legend
Specific fuel consumption
Example
Reference values:
br = 200 g/kWh, tr = 25 C, tbar = 40 C, pr = 1.0 bar
At Site:
tx = 45 C, tbax = 50 C, px = 0.9 bar
0209-0300AA2.fm
= 1+ 0.0006 (45 25) + 0.0004 (50 40) + 0.07 (1.0 0.9) = 1.023
bx = x br = 1.023 x 200 = 204.6 g/kWh
C-BC
Page 2 - 73
0209-0300AA2.fm
2.7.4 Recalculation of fuel consumption dependent on ambient conditions
Page 2 - 74
C-BC

2.7.5 Aging
2.7.5
Aging
Aging curve - 48/60B
2,00
early maintenance every 15000 or 30000 operating hrs

late maintenance every 18000 or 40000 operating hrs
Increase of fuel oil consumption [%]
1,75
1,50
1,25
1,00
0,75
0,50
0,25
0,00
0
10
20
30
40
50
60
70
80
Operating hours [ x 1000 h]
Figure 2-23
Influence from total engine running time and service intervals on fuel oil consumption
The fuel oil consumption will increase over the running time of the engine. Proper service can reduce
or eliminate this increase. For dependencies see
0209-0400MD2.fm
"Figure 2-23: Influence from total engine running time and

service intervals on fuel oil consumption".
E-BB
48/60B
Page 2 - 75
0209-0400MD2.fm
2.7.5 Aging
Page 2 - 76
48/60B
E-BB

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

2.8.1 Nominal values for cooler specification L48/60B
2.8.1
Nominal values for cooler specification L48/60B
1,150 kW/cyl., 500 rpm or 1,150 kW/cyl., 514 rpm

Reference conditions: Tropics
Air temperature
45
Cooling water temp. before charge air cooler (LT stage)
38
Air pressure
bar
Relative humidity
50
Number of cylinders
Engine output
kW
Speed
rpm
6L
7L
8L
9L
6,900
8,050
9,200
10,350
500/514
Heat to be dissipated1)
Cooling water (C.W.) cylinder
730
850
975
1,095
2,280
2,590
2,890
3,170
805
930
1,180
1,330
890
1,035
1,185
1,330
Cooling water fuel nozzles
23
27
31
35
Heat radiation engine
235
275
315
350
70
80
90
100
85
100
110
125
140
165
190
215
1.7
2.0
2.2
2.5
Charge air cooler; cooling water HT

Charge air cooler; cooling water LT
kW
Lube oil (L.O.) cooler + separator2)
Flow rates3)
HT circuit (cylinder + charge air cooler HT stage)
LT circuit (lube oil + charge air cooler LT stage)
Lube oil (4 bar before engine)
m3/h

Pumps
a) Engine driven pumps
HT circuit cooling water (4.5 bar)
LT circuit cooling water (4.5 bar)
Lube oil (8.0bar) for application with constant speed
140
m/h
Lube oil (8.0bar) for application with variable speed
199
199
233
270
199
199
233
270
Nominal values for cooler specification L48/60B (1 of 2)

0210-0000MD2.fm
Table 2-21
140 (225 alternative available)
Page 2 - 78
48/60B
I-BB

2.8.1 Nominal values for cooler specification L48/60B

b) External pumps4)
70
80
90
100
Depending on plant design

140 + z
165 + z
190 + z
215 + z
1.7
2.0
2.2
2.5
MGO/MDO supply pump (p 7.0 bar)
5.0
5.8
6.7
7.5
HFO supply pump (p 7.0 bar)
2.6
3.0
3.5
3.9
HFO circulating pump (p 7.0 bar)
5.0
5.8
6.7
7.5
Lube oil (8.0 bar)

Cooling water fuel nozzles (3.0 bar)
m/h
Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-52".
- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater Single main engine, page
5-20" and "Paragraph: H-002/Lube oil heating Multi-engine plant, page 5-20".
- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-29".
- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-52".
Table 2-21
Nominal values for cooler specification L48/60B (2 of 2)
1) Tolerance:
+10 % for rating coolers; 15 % for heat recovery.

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

2.8.2 Temperature basis, nominal air and exhaust gas data L48/60B
2.8.2
Temperature basis, nominal air and exhaust gas data L48/60B
1,150 kW/cyl.; 500 rpm or 1,150 kW/cyl.; 514 rpm

Air temperature
45
Cooling water temperature before charge air cooler (LT

stage)
38
Air pressure
bar
Relative humidity
50
Number of cylinders
6L
7L
8L
9L
6,900
8,050
9,200
10,350
Engine output
kW
Speed
rpm
500/514
90
Temperature basis
HT cooling water engine outlet1)
38 (setpoint 32C)2)
LT cooling water air cooler inlet

Lube oil engine inlet
55
Cooling water inlet nozzles
60
Air data
Temperature of charge air at charge air cooler outlet
55
56
56
57
m3/h3)
44,800
52,150
59,600
67,100
Mass flow
t/h
49.0
57.2
65.3
73.5
Charge air pressure (absolute)
bar
Air flow rate
4.39
m/h
75,500
88,300
101,10
0
112,50
0
m3/h5)
89,000
103,80
0
118,60
0
133,50
0
Mass flow
t/h
50.4
58.8
67.2
75.6
Temperature at turbine outlet
Heat content (190 C)
kW
3,100
3,490
Air required to dissipate heat radiation (engine)

(t2 t1 = 10 C)
Exhaust gas data4)
Volume flow (temperature turbocharger outlet)
Permissible exhaust gas back pressure after turbocharger
2,330
2,720
< 30
Air and exhaust gas data Engine L48/60B
0210-0000MD2.fm
Table 2-22
mbar
345
1) HT
2)
cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
For design see "Section 5.3.1: Cooling water system diagram, page 5-45".
Page 2 - 80
48/60B
I-BB

2.8.2 Temperature basis, nominal air and exhaust gas data L48/60B
3)
Under above mentioned reference conditions.

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

2.8.3 Nominal values for cooler specification V48/60B
2.8.3
Nominal values for cooler specification V48/60B
1,150 kW/cyl., 500 rpm or 1,150 kW/cyl., 514 rpm

Air temperature
45
38
Air pressure
bar
Relative humidity
50
Number of cylinders
Engine output
kW
Speed
rpm
12
14
16
18
13,800
16,100
18,400
20,700
500/514
kW
1,460
1,700
1,950
2,190
Charge air cooler; cooling water HT
4,560
5,180
5,780
6,350
Charge air cooler; cooling water LT
1,610
1,860
2,360
2,660
1,780
2,070
2,370
2,660
46
54
61
69
470
550
625
705
140
160
180
200
LT circuit (lube oil + charge air cooler LT stage)
170
200
220
250
Lube oil (4 bar before engine)
325
370
415
460
3.5
4.1
4.8
5.4
Flow rates3)
HT circuit (cylinder + charge air cooler HT stage)
m3/h
Pumps
a) Engine driven pumps
m/h
225
225
(550 m/h at 3.4 bar alternative available)
Lube oil (8.0bar) for application with constant speed
398
438
466
540
Lube oil (8.0bar) for application with variable speed
398
438
466
540
Page 2 - 82
Nominal values for cooler specification V48/60B (1 of 2)
48/60B
0210-0000MD2.fm
Table 2-23
I-BB

2.8.3 Nominal values for cooler specification V48/60B

b) External pumps4)
m/h
140
160
180
200
Depending on plant design
Lube oil (8.0 bar)
325 + z
370 + z
415 + z
460 + z
Cooling water fuel nozzles (3.0 bar)
3.5
4.1
4.8
5.4
MGO/MDO supply pump (p 7.0 bar)
10.0
11.7
13.4
15.0
HFO supply pump (p 7.0 bar)
5.2
6.0
6.9
7.8
HFO circulating pump (p 7.0 bar)
10.0
11.7
13.4
15.0
Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-52".
- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater Single main engine, page
5-20" and "Paragraph: H-002/Lube oil heating Multi-engine plant, page 5-20".
- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-29".
- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-52".
Table 2-23
Nominal values for cooler specification V48/60B (2 of 2)
1) Tolerance:
+10 % for rating coolers; 15 % for heat recovery.

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

2.8.4 Temperature basis, nominal air and exhaust gas data V48/60B
2.8.4
Temperature basis, nominal air and exhaust gas data V48/60B

Air temperature
45
Cooling water temperature before charge air cooler (LT

stage)
38
Air pressure
bar
Relative humidity
50
Number of cylinders
12
14
16
18
13,800
16,100
18,400
20,700
Engine output
kW
Speed
rpm
500/514
90
Temperature basis
HT cooling water engine outlet1)
38 (setpoint 32C)2)
LT cooling water air cooler inlet

Lube oil engine inlet
55
Cooling water inlet nozzles
60
Air data
Temperature of charge air at charge air cooler outlet
55
56
56
57
m3/h3)
89,500
104,400
119,300
134,300
Mass flow
t/h
98.0
114.3
130.6
147.0
bar
Air flow rate
4.39
m/h
150,900
176,600
200,700
226,400
m3/h5)
178,000
207,500
237,150
266,800
Mass flow
t/h
100.8
117.6
134.3
151.1
kW
6,210
6,990
Air required to dissipate heat radiation (engine)

(t2 t1 = 10 C)
Exhaust gas data4)
Volume flow (temperature turbocharger outlet)
4,660
5,450
< 30
Air and exhaust gas data Engine V48/60B
0210-0000MD2.fm
Table 2-24
mbar
345
1) HT
2)
cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
For design see "Section 5.3.1: Cooling water system diagram, page 5-45".
Page 2 - 84
48/60B
I-BB

2.8.4 Temperature basis, nominal air and exhaust gas data V48/60B
3)
Under above mentioned reference conditions.

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

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

Reference Conditions: Tropics
Air temperature
45
38
Air pressure
bar
Relative humidity
50
Engine output
100
85
75
50
KW/cyl
1,150
977.5
862.5
575
Engine speed
rpm
500/514
380
380
405
535
1,190
1,110
1,140
745
Charge air cooler; cooling water LT2)
420
440
475
465
465
470
490
690
Charge air cooler; cooling water
kJ/kWh
HT2)
12
122
126
132
171
after compressor
250
229
221
168
at charge air cooler outlet
55
53
52
47
kg/kWh
7.10
7.53
8.15
8.53
bar
4.39
3.92
3.74
2.60
Air data
Temperature of charge air
Air flow rate

Load specific values at tropical conditions Engine 48/60B (1 of 2)
0210-0000MD2.fm
Table 2-25
Page 2 - 86
48/60B
I-BB

2.8.5 Load specific values at tropical conditions 48/60B
Reference Conditions: Tropics

Exhaust gas data4)
Mass flow
kg/kWh
7.30
7.73
8.36
8.75
345
322
320
345
kJ/kWh
1,220
1,090
1,160
1,450
mbar
< 30
Tolerances refer to 100 % load.

Table 2-25
Load specific values at tropical conditions Engine 48/60B (2 of 2)
1) Tolerance:
+10 % for rating coolers, 15 % for heat recovery.

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

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

Reference Conditions: ISO
Air temperature
25
25
Air pressure
bar
Relative humidity
30
Engine output
100
85
75
50
KW/cyl
1,150
977.5
862.5
575
Engine speed
rpm
500/514
340
340
360
480
1030
935
955
560
Charge air cooler; cooling water LT2)
395
420
455
485
430
435
455
640
Charge air cooler; cooling water
kJ/kWh
HT2)
12
158
164
171
222
after compressor
224
204
197
146
at charge air cooler outlet
39
36
35
31
kg/kWh
7.45
7.90
8.55
8.95
bar
4.46
3.99
3.80
2.64
Air data
C
Temperature of charge air
Air flow rate

Load specific values at ISO conditions Engine 48/60B (1 of 2)
0210-0000MD2.fm
Table 2-26
Page 2 - 88
48/60B
I-BB

2.8.6 Load specific values at ISO conditions 48/60B
Reference Conditions: ISO

Exhaust gas data4)
Mass flow
kg/kWh
7.65
8.09
8.75
9.15
313
294
292
316
kJ/kWh
1,030
900
950
1,230
mbar
< 30

Tolerances refer to 100 % load.

Table 2-26
Load specific values at ISO conditions Engine 48/60B (2 of 2)
1) Tolerance:
+10 % for rating coolers, 15 % for heat recovery.

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

2.8.7 Filling volumes and flow resistances
2.8.7
Filling volumes and flow resistances
Water and oil volume of engine

No. of cylinders
Cooling water approx.
litres
Lube oil
Table 2-27
12
14
16
18
470
540
615
685
1,250
1,400
1,550
1,700
170
190
220
240
325
380
435
490
Water and oil volume of engine
Service tanks
Installation
height 1)
Minimum effective capacity
No. of cylinders
12
14
Cooling water cylinder
6 ... 9
1.0
1.5
Cooling water fuel

nozzles
5 ... 8
0.5
0.75
16
18
Lube oil
in double bottom 2)
in double bottom 3)
Run-down lubrication
for engine 4)
Table 2-28
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
min. 14
3.5
4.0
4.5
5.0
5.0.
5.5
6.0
7.0
Service tanks capacity
1) Installation
height refers to tank bottom and crankshaft centre line.

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

cylinder number because of parallel circuit)
1.0
Fuel nozzles (Nozzle cooling water)
1.5
Flow resistance
Note!
Page 2 - 90
48/60B
I-BB
0210-0000MD2.fm
Table 2-29

2.8.8 Operating/service temperatures and pressures
2.8.8
Operating/service temperatures and pressures
Operating temperatures1
Air
Air before compressor
Charge Air
Charge air before cylinder
Coolant
Engine coolant after engine
5 C, max. 45 C1)
45...58 C2)
90 C3), max. 95 C
Engine coolant preheated before start

Coolant before charge air cooler LT stage
Coolant nozzle cooling
Lubricating oil
Lubricating oil before engine/before turbocharger
50...55 C, alarm/stop at 60 C
40 C
Fuel (MGO; ISO-F-DMA/DMZ) before engine
max. 45 C, a minimum injection

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

viscosity before engine of 1.9 cSt
must not be undershoot
Fuel (HFO; ISO-F-RM) before engine
Depending on the type of oil, the

correct temperature of max.
150 C for an injection viscosity of
12 14 cst is to be reached4)
75 C
Preheating (HFO in day tank)

Table 2-30
32 C, load reduction at 38 C1)

55...60 C
Lubricating oil preheated before start

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

Operating pressures1
Intake Air
Air before turbocharger (negative pressure)
Starting air/Control air
Starting air
min. approx. 15, max. 30 bar
Pilot air
Cylinder
8, min. 5.5 bar
Nominal ignition pressure, combustion chamber
Crankcase
max. 20 mbar
195 bar
Safety valve (opening pressure)
230 + 7 bar
Crankcase pressure
max. 3 mbar
Crankcase pressure (with suction)

Safety valve (opening pressure)
Vacuum, max. 2.5 mbar

50...70 mbar
max. 30 mbar1)
Exhaust
Exhaust gas back pressure after turbocharger (static)
Coolant
HT cooling water before engine
3...4 bar
LT cooling water before engine
2...6 bar
Nozzle cooling water before engine
2...5 bar
Lubricating oil
Lubrication oil Prelubrication before engine
0.3...0.6 bar2)
Lubricating oil before engine
L= 4...5 bar
V= 5...5.5 bar
Lubricating oil before turbocharger

Fuel
Fuel before engine
1.5...1.7 bar
4...8 bar
Fuel before engine in case of black out
min. 0.6 bar
Differential pressure (engine feed/engine return)
1 bar
Fuel return, at engine outlet
2 bar
Maximum pressure fluctuation in front of engine

Fuel injection valve (Opening pressure)
Fuel injection valve (Opening pressure for new springs)
0.5 bar
350 + 10 bar
370 bar
Note!
Variations of the mandatory values can affect the operation of the engine negative and may cause rating reduction
of the engine
Table 2-31
Operating pressures
1) At
0210-0000MD2.fm
a total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engine performance needs to be recalculated.
2)
Note! Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 C
Valid for nominal output and nominal speed.
Page 2 - 92
48/60B
J-BC

Note!
Operating pressure data without further specification are given below/above atmospheric
pressure.
Exhaust gas back pressure
0210-0000MD2.fm
An increased exhaust gas back pressure (static,

> 30 mbar) raises the temperature level of the engine and will be considered when calculating a required derating by adding 2.5 K to the ambient air
temperature for every 10 mbar of the increased
exhaust gas back pressure after turbine.
I-BB
48/60B
Page 2 - 93
0210-0000MD2.fm
Page 2 - 94
48/60B
I-BB

2.7.17 Venting amount of crankcase and turbocharger
2.7.17
Venting amount of crankcase and turbocharger
As described under the "Section: Crankcase vent and

tank vent" it is needed to ventilate the engine crank-
case and the turbocharger. For layout of the ventilation system following statement should serve as
a guide:
Due to normal blow by of the piston ring package
small amounts of gases of the combustion chamber get into the crankcase and carry along oil dust.
The amount of crankcase vent gases is approx.

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 calculation).
Sealing air of the turbocharger additionally needs

to be vented.
The amount of turbocharger sealing air is approx. 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
0210-0100MA2.fm
1.0 kg/m (assumption for calculation).
J-BB
Page 2 - 95
0210-0100MA2.fm
2.7.17 Venting amount of crankcase and turbocharger
Page 2 - 96
J-BB

2.9.1 Maximum allowed emission value NOx IMO Tier II
2.9
Exhaust gas emission
2.9.1
Maximum allowed emission value NOx IMO Tier II
IMO Tier II: Engine in standard version1

Rated output
Rated speed
kW/cyl.
rpm
1,150
500
1,150
514
NOx1) 2) 3)
g/kWh
10.544)
10.474)
IMO Tier II cycle D2/E2/E3

Note!
The engine certification for compliance with the NOx limits will be carried out during Factory Acceptance Test (FAT)
as a single or a group certification.
Table 2-32
Maximum allowable emission value NOx IMO Tier II
1) Cycle
values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO).
as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-electric drive and all controllable-pitch 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.
4) Maximum allowed NO emissions for marine diesel engines according to IMO Tier II:
x
2) Calculated
0211-0000MD2.fm
130 n 2,000 44 * n0.23 g/kWh (n = rated engine speed in rpm).
Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, "Revised MARPOL Annex VI (Regulations for the Prevention of Air Pollution from Ships), Regulation 13.4
(Tier II)" as adopted by the International Maritime Organization (IMO).
E-BB
48/60B
Page 2 - 97
0211-0000MD2.fm
2.9.1 Maximum allowed emission value NOx IMO Tier II
Page 2 - 98
48/60B
E-BB

2.8.2 Exhaust gas components of medium speed four-stroke diesel engines
2.8.2
Exhaust gas components of medium speed four-stroke diesel engines
The exhaust gas is composed of numerous constituents which are formed either from the combustion air, the fuel and lube oil used or see "Table
2-41: Exhaust gas constituents (only for guidance)"

which are chemical reaction products formed during the combustion process. Only some of these
are to be considered as harmful substances.
Main exhaust gas constituents
For the typical exhaust gas composition of a MAN

Diesel & Turbo four-stroke engine without any exhaust gas treatment devices see "Table 2-41: Exhaust gas constituents (only for guidance)".
approx. [% by volume]
approx. [g/kWh]
Nitrogen N2
74.0 76.0
5,020 5,160
Oxygen O2
11.6 13.2
900 1,030
Carbon dioxide CO2
5.2 5.8
560 620
Steam H2O
5.9 8.6
260 370
0.9
75
> 99.75
7,000
approx. [% by volume]
approx. [g/kWh]
Sulphur oxides SOx1)
0.07
10.0
Nitrogen oxides NOx2)
0.07 0.15
8.0 16.0
0.006 0.011
0.4 0.8
0.1 0.04
0.4 1.2
< 0.25
26
approx. [mg/Nm3]
approx. [g/kWh]
Inert gases Ar, Ne, He...

Total
Additional gaseous exhaust gas
constituents considered as pollutants
Carbon monoxide CO3)

Hydrocarbons HC4)
Total
Additionally suspended exhaust gas
constituents, PM5)
operating on
6)
operating on
7)
6)
MGO
HFO
MGO
HFO7)
Soot (elemental carbon)8)
50
50
0.3
0.3
Fuel ash
40
0.03
0.25
Lube oil ash
0.02
0.04
Note!
At rated power and without exhaust gas treatment.
0211-0200MA2.fm
Table 2-41
Exhaust gas constituents (only for guidance)
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
I-BB
Page 2 - 99

2.8.2 Exhaust gas components of medium speed four-stroke diesel engines
4)
HC according to ISO-8178 or US EPA method 25 A.

PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7) Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.
8)
Pure soot, without ash or any other particle-borne constituents.
5)
Carbon dioxide CO2
Hydrocarbons HC
Carbon dioxide (CO2) is a product of combustion

of all fossil fuels.
The hydrocarbons (HC) contained in the exhaust

gas are composed of a multitude of various organic compounds as a result of incomplete combustion.
Among all internal combustion engines the diesel

engine has the lowest specific CO2 emission
based on the same fuel quality, due to its superior
efficiency.
Sulphur oxides SOx
Sulphur oxides (SOx) are formed by the combustion of the sulphur contained in the fuel.
Among all systems the diesel process results in
the lowest specific SOx emission based on the
same fuel quality, due to its superior efficiency.
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 (PM) consists of soot (elemental
carbon) and ash.
Nitrogen oxides NOx (NO + NO2)

The high temperatures prevailing in the combustion chamber of an internal combustion engine
causes the chemical reaction of nitrogen (contained in the combustion air as well as in some fuel
grades) and oxygen (contained in the combustion
air) to nitrogen oxides (NOx).
Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete combustion.
0211-0200MA2.fm
In MAN Diesel & Turbo four-stroke diesel engines,

optimisation of mixture formation and turbocharging process successfully reduces the CO content
of the exhaust gas to a very low
level.
Page 2 - 100
I-BB

2.10.1 Engine noise
2.10
Noise
2.10.1
Engine noise
Engine L48/60B
Output 1,150 kW/cyl., speed = 500/514 rpm
Sound pressure level Lp
min: . . . . . . . . . . . . . .approx. 103 dB(A)
max: . . . . . . . . . . . . . . approx. 108 dB(A)
Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to ISO 6798. The
noise at the exhaust outlet is not included.
Octave level diagram

In the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data
will change, depending on the acoustical properties of the environment.
110
sound pressure level Lp [dB]

ref: 20 Pa
105
100
min
max
95
90
85
0212-0000MD2.fm
80
16
31,5
63
125
250
500
1000
2000
4000
8000
min
84
93
96
98
99
99
98
96
91
90
sum A
103
max
98
103
104
105
104
103
103
102
97
98
108
1/1 octave band frequency [Hz]
Figure 2-24
K-BA
Octave level diagram L48/60B Sound pressure level Lp Air borne noise
48/60B
Page 2 - 101

2.10.1 Engine noise
Engine V48/60B
Output 1,150 kW/cyl., speed = 500/514 rpm
Sound pressure level Lp
min: . . . . . . . . . . . . . . approx. 104 dB(A)
max: . . . . . . . . . . . . . . approx. 109 dB(A)
Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to ISO 6798. The
noise at the exhaust outlet is not included.

In the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data
will change, depending on the acoustical properties of the environment.
110
sound pressure level Lp [dB]

ref: 20 Pa
105
100
min
max
95
90
85
80
16
31,5
63
125
250
500
1000
2000
4000
8000
sum A
min
90
92
93
94
95
95
95
94
91
89
104
max
101
102
104
105
105
104
103
103
100
98
109
Octave level diagram V48/60B Sound pressure level Lp Air borne noise
0212-0000MD2.fm
Figure 2-25
Page 2 - 102
48/60B
K-BA

2.10.2 Intake noise
2.10.2
Intake noise
Engine L48/60B
Sound power level Lw:
approx. 140 dB(A)
The sound power level Lw of the unsilenced intake noise in the intake pipe is approx.
140 dB(A) at rated output. The octave level of
the sound power is shown in the diagram below.
This data is required and valid only for ducted air

intake systems. The data is not valid if the standard air filter silencer is attached to the turbocharger.
145
140
sound power level Lw [dB]

ref: 10exp -12 W
135
130
125
Lw
120
115
110
105
100
Lw
16
31,5
63
125
250
500
1000
2000
4000
8000
sum A
115
120
117
112
108
108
113
134
135
132
140
Octave level diagram L48/60B Sound power level Lw Unsilenced intake noise
0212-0200MD2.fm
Figure 2-26
K-BA
48/60B
Page 2 - 103

2.10.2 Intake noise
Engine V48/60B
approx. 140 dB(A)
The sound power level Lw of the unsilenced intake noise in the intake pipe is approx.
This data is required and valid only for ducted air

intake systems. The data is not valid if the standard air filter silencer is attached to the turbocharger.
145
140

ref: 10exp -12 W
135
130
125
Lw
120
115
110
105
100
Lw
16
31,5
63
125
250
500
1000
2000
4000
8000
sum A
115
120
117
112
108
108
113
134
135
132
140
Octave level diagram V48/60B Sound power level Lw Unsilenced intake noise
0212-0200MD2.fm
Figure 2-27
Page 2 - 104
48/60B
K-BA

2.10.3 Exhaust gas noise
2.10.3
Exhaust gas noise
Engine L48/60B
approx. 141 dB(A)
The sound power level Lw of the unsilenced exhaust noise in the exhaust pipe is approx.
.
160

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

2.10.3 Exhaust gas noise
Engine V48/60B
approx. 141 dB(A)
The sound power level Lw of the unsilenced exhaust noise in the exhaust pipe is approx.
.
160

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

2.11.1 Torsional vibrations
2.11
Vibration
2.11.1
Torsional vibrations
Data required for torsional vibration calculation
Engine
MAN Diesel & Turbo calculates the torsional vibrations behaviour for each individual engine plant of
their supply to determine the location and severity
of resonance points. If necessary, appropriate
measures will be taken to avoid excessive stresses
due to torsional vibration. These investigations
cover the ideal normal operation of the engine (all
cylinders are firing equally) as well as the simulated
emergency operation (misfiring of the cylinder exerting the greatest influence on vibrations, acting
against compression). Besides the natural frequencies and the modes also the dynamic response will be calculated, normally under
consideration of the 1st to 24th 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 manufacturer is able to make the corresponding data available to MAN Diesel & Turbo.
Rated output, rated speed

Kind of engine load (fixed-pitch propeller, controllable-pitch propeller, combinator curve, operation with reduced speed at excessive load)
Operational speed range

Kind of mounting of the engine (can influence
the determination of the flexible coupling)
Flexible coupling
Make, size and type

Rated torque (Nm)
Possible application factor
Maximum speed (rpm)
Permissible maximum torque for passing
through resonance (Nm)
If necessary, a torsional vibration calculation will be

worked out which can be submitted for approval
to a classification society or a legal authority.
Permissible shock torque for short-term loads
To carry out the torsional vibration calculation following particulars and/or documents are required.
(Nm) including influencing factors (frequency,

temperature, mean torque)
General
Type of (GenSet, diesel-mechanic, diesel-electric)
Arrangement of the whole system including all

engine-driven equipment
Definition of the operating modes

Maximum power consumption of the individual
Permanently permissible alternating torque
Permanently permissible power loss (W) including influencing factors (frequency, temperature)
Dynamic torsional stiffness (Nm/rad) including

influencing factors (load, frequency, temperature), if applicable
Relative damping () including influencing fac-
tors (load, frequency, temperature), if applicable
Moment of inertia (kgm) for all parts of the coupling
0213-0000MA2.fm
working machines
(Nm)
J-AI
Page 2 - 107

Dynamic stiffness in radial, axial and angular direction
Permissible relative motions in radial, axial and

angular direction, permanent and maximum
Maximum permissible torque which can be
transferred through a get-you-home-device/torque limiter if foreseen
Clutch coupling
Make, size and type

Rated torque (Nm)
Permissible maximum torque (Nm)
Permanently permissible alternating torque
(Nm) including influencing factors (frequency,

temperature, mean torque)
Shaft line
Drawing including all information about length
and diameter of the shaft sections as well as

the material
Alternatively torsional stiffness (Nm/rad)

Propeller
Kind of propeller (fixed-pitch or controllablepitch propeller
Moment of inertia in air (kgm)

Moment of inertia in water (kgm); for controllable-pitch propellers also in dependence on
pitch; for twin-engine plants separately for single- and twin-engine operation
Relation between load and pitch
Dynamic torsional stiffness (Nm/rad)
Number of blades
Damping factor
Diameter (mm)
Moments of inertia for the operation conditions,
Possible torsional excitation in % of the rated
clutched and declutched
Course of torque versus time during clutching

in
Permissible slip time (s)

Slip torque (Nm)
Maximum permissible engagement speed
(rpm)
torque for the 1st and the 2nd blade-pass frequency
Pump
Kind of pump (e. g. dredging pump)

Drawing of the pump shaft with all lengths and
diameters
Alternatively, torsional stiffness (Nm/rad)
Gearbox
Moment of inertia in air (kgm)
Make and type
Moment of inertia in operation (kgm) under
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 relation
speed is needed
Gear ratios (number of teeth, speeds)

Possible operating conditions (different gear ra-
consideration of the conveyed medium
Number of blades
Possible torsional excitation in % of the rated
torque for the 1st and the 2nd blade-pass frequency
Power consumption curve
tios, clutch couplings)
Permissible alternating torques in the gear
Page 2 - 108
0213-0000MA2.fm
meshes
J-AI

Alternator for diesel-electric plants
Secondary power take-off
Drawing of the alternator shaft with all lengths
Kind of working machine
and diameters

Moment of inertia of the parts mounted to the
shaft (kgm)
Electrical output (kVA) including power factor

cos and efficiency
Or mechanical output (kW)

Complex synchronizing coefficients for idling
and full load in dependence on frequency, reference torque
Kind of drive
Operational mode, operation speed range
Power consumption
Drawing of the shafts with all lengths and diameters

Moments of inertia (kgm)
Possible torsional excitation in size and frequency in dependence on load and speed
Island or parallel mode

Load profile (e. g. load steps)
Frequency fluctuation of the net
Alternator for diesel-mechanical parts (e. g. PTO/PTH)
Drawing of the alternator shaft with all lengths

and diameters
Torsional stiffness, if available

Moments of inertia of the parts mounted to the
shaft (kgm)
Electrical output (kVA) including power factor

cos and efficiency
Or mechanical output (kW)

Complex synchronizing coefficients for idling
0213-0000MA2.fm
and full load in dependence on frequency, including the reference torque
J-AI
Page 2 - 109
0213-0000MA2.fm
Page 2 - 110
J-AI

2.12 Requirements for power drive connection (static)
2.12
Requirements for power drive connection (static)
Limit values for alignment to be coupled after the engine
Evaluation of permissible theoretical bearing loads
Figure 2-30
Case A: Overhung arrangement
Figure 2-31
Mmax = F * a = F3 * x3 + F4 * x4
F1 = (F3 * x2 + F5 * x1)/l
F1
Theoretical bearing force at the external engine bearing
F2
Theoretical bearing force at the alternator bearing
F3
Flywheel weight
F4
Coupling weight acting on the engine, including reset forces
F5
Rotor weight of the alternator
Distance between end of coupling flange and centre of outer crankshaft bearing
Distance between centre of outer crankshaft bearing and alternator bearing
Engine
0214-0000MDA2.fm
Case B: Rigid coupling
Case A
Case B
Mmax = F * a
F1 max
mm
kNm
kN
L48/60B, L48/60CR
530
801)
140
V48/60B, V48/60CR
560
105
180
Table 2-34
1) Inclusive
E-BB
Distance a
Example calculation case A and B

of couples resulting from restoring forces of the coupling.
48/60B, 48/60CR
Page 2 - 111

2.12 Requirements for power drive connection (static)
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 coupled, 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 Mmax and F1max) are complied with, the permitted web deflections will not be exceeded during
assembly.
0214-0000MDA2.fm
Sufficient distance until obtaining the max. permissible 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.
Page 2 - 112
48/60B, 48/60CR
E-BB

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

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

2.13.1 Moments of inertia Engine, damper, flywheel
Constant speed
Marine main engine
Engine
Engine
Maximum
continuous
rating
Moment
of inertia
[kW]
[kgm2]
engine +
damper
Momen
t of
inertia
Needed
minimum
total
moment
of inertia1)
Plant
Mass of
flywheel
Cyclic
irregularity
[kg]
[kgm2]
[kgm2]
5,060
580
10,600
4,940
320
12,300
5,861
flywheel
[kgm2]
Required
minimum
additional
moment
of inertia
after flywheel2)
n = 500 rpm
6L48/60B
6,900
2,633
3,027
7L48/60B
8,050
3,412
8L48/60B
9,200
3,737
1,171
2,169
540
14,100
9,192
9L48/60B
10,350
3,565
3,027
5,060
760
15,800
9,208
12V48/60B
13,800
4,624
2,935
4,308
1,500
21,100
13,541
14V48/60B
16,100
5,196
4,100
24,600
16,469
16V48/60B
18,400
5,768
3,200
28,100
19,397
18V48/60B
20,700
6,340
2,000
31,600
22,325
610
10,000
4,340
320
11,700
5,261
n = 514 rpm
6L48/60B
6,900
2,633
7L48/60B
8,050
3,412
8L48/60B
9,200
3,737
1,171
2,169
550
13,300
8,392
9L48/60B
10,350
3,565
3,027
5,060
760
15,000
8,408
12V48/60B
13,800
4,624
2,935
4,308
1,600
20,000
12,441
14V48/60B
16,100
5,196
4,000
23,300
15,169
16V48/60B
18,400
5,768
3,200
26,600
17,897
18V48/60B
20,700
6,340
2,000
29,900
20,625
Table 2-36
2)
5,060
Moments of inertia for diesel-electric plants Engine, damper, flywheel
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
0215-0000MD2.fm
1)
3,027
For flywheels dimensions see "Section 2.14: Power transmission, page 2-123".
Page 2 - 114
48/60B
K-BB

2.13.2 Balancing of masses Firing order
2.13.2
Balancing of masses Firing order
Engine L48/60B
Rotating crank balance...........................................100 %

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

Mrot (kNm)
Mosc 1st order (kNm)
Engine speed (rpm)
Mosc 2nd order (kNm)
500
6L48/60B
7L48/60B
93.4
8L48/60B
9L48/60B
57.9
Engine speed (rpm)
158.2
514
6L48/60B
7L48/60B
98.7
8L48/60B
9L48/60B
Table 2-37
61.2
167.1
Residual external couples Engine L48/60B
For engines of type L48/60B the external mass forces are equal to zero.
0215-0200MD2.fm
Mrot is eliminated by means of balancing weights on resiliently mounted engines.
K-BA
48/60B
Page 2 - 115

Firing order: Counted from coupling side

No. of
cylinders
Firing
order
Clockwise rotation
Counter clockwise rotation
6L
1-3-5-6-4-2
1-2-4-6-5-3
7L
C1)
1-2-4-6-7-5-3
1-3-5-7-6-4-2
8L
1-4-7-6-8-5-2-3
1-3-2-5-8-6-7-4
9L
1-6-3-2-8-7-4-9-5
1-5-9-4-7-8-2-3-6
Table 2-38
Irregular firing order.
0215-0200MD2.fm
1)
Firing order L48/60B
Page 2 - 116
48/60B
K-BA

Engine V48/60B
Rotating crank balance.............................................99 %

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

Mrot (kNm)
Mosc 1st order (kNm)
Engine speed (rpm)
500
vertical
12V48/60B
14V48/60B
16V48/60B
18V48/60B
horizontal
vertical
horizontal
0
132.8
73.8
0
2.4
177.7
38.6
Engine speed (rpm)
78.0
43.4
514
12V48/60B
14V48/60B
16V48/60B
18V48/60B
Table 2-39
Mosc 2nd order (kNm)
0
140.3
78.5
0
2.5
187.8
40.8
82.5
45.8
Residual external couples Engine V48/60B
For engines of type V48/60B the external mass forces are equal to zero.
0215-0200MD2.fm
Mrot is eliminated by means of balancing weights on resiliently mounted engines.
K-BA
48/60B
Page 2 - 117

Firing order: Counted from coupling side

No. of cylinders
Firing
order
Clockwise rotation
Counter clockwise rotation
12V
A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2B2
A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3B1
14V
C1)
A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5B5-A3-B3
A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4B2-A2-B1
16V
A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5B5-A2-B2-A3-B3
A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6B7-A7-B4-A4-B1
18V
A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8B8-A6-B6-A4-B4-A2-B2
A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9B7-A7-B5-A5-B3-A3-B1
Table 2-40
firing order.
0215-0200MD2.fm
1) Irregular
Firing order V48/60B
Page 2 - 118
48/60B
K-BA

2.12.3 Static torque fluctuation
2.12.3
Static torque fluctuation
General
The static torque fluctuation is the summationtaking 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 exciting frquencies" in
this section. An absolutely rigid crankshaft is assumed. The values Tmax and Tmin listed in the tables represent a measure for the reaction forces
occurring at the foundation of the engine see "Figure 2-37: Static torque fluctuation". The static values
listed in the table below in each individual case a
dynamic magnification which is dependent upon
the characteristics of the foundation (design and
material thicknesses in way of the foundation, type
of chocking).
The reaction forces generated by the torque 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 cylinder number, and
is also listed in the table of the examples.
Static torque fluctuation
FD L z
Tmax Tmin
2
Number of cylinders
Distance between foundation bolts
0215-030aMA2.fm
In order to avoid local vibration excitations in the

vessel, it must be ensured that the natural frequencies of important part structures (e. g. panels,
bulkheads, tank walls and decks, equipment and
its foundation, pipe systems) have a sufficient
safety margin (if possible 30 %) in relation to this
main excitation frequency.
Figure 2-37
J-BA
Page 2 - 121
0215-030aMA2.fm
Page 2 - 122
J-BA

Static torque fluctuation and exciting frequencies

Engine L48/60B
Example to declare abbreviations
Figure 2-33
Engine
6L48/60B
7L48/60B
8L48/60B
9L48/60B
6L48/60B
7L48/60B
0215-030bMD2.fm
8L48/60B
9L48/60B
Table 2-41
K-BB
Static torque fluctuation Engine L48/60B

Output
Speed
Tn
Tmax
Tmin
Exciting frequency of the main harmonic components

Order
Frequency
kW
rpm
kNm
kNm
kNm
rpm
Hz
kNm
6,900
500
137.5
302.1
-13.9
3.0
25.0
130.9
6.0
50.0
67.9
3.5
29.2
277.7
7.0
58.3
40.5
4.0
33.3
238.3
8.0
66.7
20.6
4.5
37.5
225.1
9.0
75.0
8.4
3.0
25.7
115.5
6.0
51.4
68.8
3.5
30.0
272.4
7.0
60.0
42.3
4.0
34.3
233.4
8.0
68.5
23.0
4.5
38.5
228.8
9.0
77.1
10.5
8,050
160.4
9,200
183.3
10,350
6,900
8,050
9,200
10,350
206.3
514
133.8
156.1
178.4
200.6
459.6
436.4
440.9
282.0
445.1
421.0
431.0
-88.6
-32.2
1.3
-6.5
-87.3
-31.9
-0.9
Static torque fluctuation and exciting frequencies Engine L48/60B
48/60B
Page 2 - 121

Engine V48/60B
Example to declare abbreviations
Engine
12V48/60B
14V48/60B
16V48/60B
18V48/60B
12V48/60B
14V48/60B
16V48/60B
18V48/60B
Table 2-42
Page 2 - 122
Static torque fluctuation Engine V48/60B

Output
Speed
Tn
Tmax
Tmin
Exciting frequency of the main harmonic components

Order
Frequency
kW
rpm
kNm
kNm
kNm
rpm
Hz
kNm
13,800
500
275.0
448.6
128.6
3.0
25.0
67.8
6.0
50.0
117.6
3.5
29.2
24.2
7.0
58.3
80.7
4.0
33.3
82.8
8.0
66.7
38.7
4.5
37.5
172.3
9.0
75.0
11.8
3.0
25.7
59.8
6.0
51.4
119.2
3.5
30.0
23.8
7.0
60.0
84.3
4.0
34.3
81.1
8.0
68.5
43.3
4.5
38.5
170.5
9.0
77.1
14.8
16,100
320.9
18,400
366.7
20,700
13,800
16,100
18,400
20,700
412.5
514
267.5
312.1
356.7
401.3
431.5
474.1
553.8
431.9
424.3
466.3
543.2
206.6
241.7
230.8
128.8
196.6
230.7
219.5
Static torque fluctuation and exciting frequencies Engine V48/60B
48/60B
K-BB
0215-030bMD2.fm
Figure 2-34

2.14.1 Flywheel arrangement
2.14
Power transmission
2.14.1
Flywheel arrangement
Flywheel with flexible coupling
Figure 2-35
Legend
Engine
A1)
A2)
E1)
E2)
Fmin
Fmax
mm
No. of
through
bolts
No. of fitted bolts
6L48/60B
7L48/60B
8L48/60B
Dimensions will result from clarification of technical details of propulsion

drive
9L48/60B
Note!
0216-0000MD2.fm
Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of
technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be
changed.
1) Without
torsional limit device.

With torsional limit device.
For mass of flywheel see "Section 2.13.1: Moments of inertia Engine, damper, flywheel, page 2-113"
2)
J-BB
48/60B
Page 2 - 123

Figure 2-36
Legend
Engine
A1)
A2)
E1)
E2)
Fmin
Fmax
mm
12V48/60B
14V48/60B
Dimensions will result from clarification of technical details of propulsion

drive
No. of
through
bolts
No. of fitted bolts
12
16V48/60B
18V48/60B
14
Note!
Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of
technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be
changed.
1) Without
2)
torsional limit device.

With torsional limit device.
0216-0000MD2.fm
For mass of flywheel "Section 2.13.1: Moments of inertia Engine, damper, flywheel, page 2-113"
Page 2 - 124
48/60B
J-BB

Flywheel arrangement coupling and gearbox
Example for an arrangement of flywheel, coupling and gearbox
0216-0000MD2.fm
Figure 2-37
J-BB
48/60B
Page 2 - 125

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

2.15 Arrangement of attached pumps
2.15
Attached pumps L48/60B, L48/60CR, L51/60G, 51/60DF
0217-0000MDSII.fm
Figure 2-39
Arrangement of attached pumps
K-BA
48/60B, 48/60CR, 51/60DF, 51/60G
Page 2 - 127

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

2.15.1 General requirements for engine foundation
2.15
Foundation
2.15.1
General requirements for engine foundation
Plate thicknesses
The stated material dimensions are recommendations, 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 machining.
Downward inclination outwards, not exceeding
0.7 %.
Prior to fitting the chocks, clean the bearing surfaces 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 observed. We recommend that the distance of the
outer girders (only required for larger types) also be
observed.
The girders must be aligned exactly above and 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.
0218-0000MA2.fm
Top plate supporting

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

2.16.2 Rigid seating
2.16.2
Rigid seating
Engine L48/60B
0218-0300MD2.fm
Recommended configuration of foundation
Figure 2-41
K-BA
Recommended configuration of foundation L48/60B
48/60B
Page 2 - 131

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

Arrangement of foundation bolt holes
Figure 2-43
Arrangement of foundation bolt holes L48/60B
Two fitted bolts have to be provided either on starboard side or portside depending on the engines
rotation direction:
0218-0300MD2.fm
for clockwise rotating engines on port side
In 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.
for counter clockwise rotating engines on starboard side
K-BA
48/60B
Page 2 - 133

Engine 12V, 14V, 16V48/60B
Recommended configuration of foundation 12V, 14V, 16V48/60B
0218-0300MD2.fm
Figure 2-44
Page 2 - 134
48/60B
K-BA

Engine 18V48/60B
Recommended configuration of foundation 18V48/60B
0218-0300MD2.fm
Figure 2-45
K-BA
48/60B
Page 2 - 135

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

Arrangement of foundation bolt holes
Figure 2-47
Arrangement of foundation bolt holes V48/60B
0218-0300MD2.fm
Two fitted bolts have to be provided either on starboard side or portside depending on the engines
rotation direction:
for clockwise rotating engines on port side
In 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.
for counter clockwise rotating engines on startboard side
K-BA
48/60B
Page 2 - 137
0218-0300MD2.fm
Page 2 - 138
48/60B
K-BA

2.16.3 Chocking with synthetic resin
2.16.3
Chocking with synthetic resin
Engine 48/60B
Most classification societies permit the use of the
following synthetic resins for chocking Diesel engines:
Chockfast Orange
(Philadelphia Resins Corp. U.S.A)
Epocast 36
(H.A. Springer, Kiel)
MAN Diesel & Turbo accepts engines being

chocked with synthetic resin provided
processing is done by authorised agents of the

above companies
the classification society responsible has ap-
proved the synthetic resin to be used for a unit

pressure (engine weight + foundation bolt
preloading) of 450 N/cm2 and a chock temperature of at least 80 C.
The loaded area of the chocks must be dimensioned in a way, that the pressure effected by the
engines dead weight does not exceed 70 N/cm2
(requirement of some classification societies).
The pre-tensioning force of the foundation bolts
was chosen so that the permissible total surface
area load of 450 N/cm2 is not exceeded. This will
ensure that the horizontal thrust resulting from the
mass forces is safely transmitted by the chocks.
The shipyard is responsible for the execution and
must also grant the warranty.
0218-0400MD2.fm
Tightening of the foundation bolts only permissible

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 hammer, even
for later inspections.
L-BA
48/60B
Page 2 - 139

Tightening of foundation bolts
Figure 2-48
Hydraulic tension device
Hydraulic tension device
L48/60B
V48/60B
009.062
009.010
055.125
021.089
Piston area
cm
130.18
72.72
Maximum pump pressure
bar
1,200
1,200
L48/60B
V48/60B
Tool number
Table 2-43
Hydraulic tension tool 48/60B
Pretensioning force
Pre-tensioning forcer
kN
540
420
Pump pressure required
bar
500
700
Setting allowance
20
20
mm
0.63
0.69
60
63.5
Calculated screw elongation

Utilisation of yield point
Table 2-44
Page 2 - 140
0218-0400MD2.fm
The tensioning tool with tensioning nut and pressure sleeve are included in the standard scope of
supply of tools for the engine
Pre-tension force 48/60B
48/60B
L-BA
0218-0400MD2.fm
Figure 2-49
L-BA
Chocking with synthetic resin L48/60B
48/60B
Page 2 - 141
Figure 2-50
Page 2 - 142
0218-0400MD2.fm
Chocking with synthetic resin 12V, 14V, 16V48/60B
48/60B
L-BA

Chocking with synthetic resin 18V48/60B
0218-0400MD2.fm
Figure 2-51
L-BA
48/60B
Page 2 - 143
0218-0400MD2.fm
Page 2 - 144
48/60B
L-BA

2.15.4 Resilient seating
2.15.4
Resilient seating
General
The engines cause dynamic effects on the foundation. These effects are attributed to the pulsating
reaction forces due to the irregular torque, additionally in engines with certain cylinder numbers
these effects are increased by unbalanced forces
and couples brought about by rotating or reciprocating masses which considering their vector
sum do not equate to zero.
The direct resilient support makes it possible to keep
the foundation practically free from the dynamic
forces, which are generated by every reciprocating
engine and may have harmful effects on the environment of the engines under adverse conditions.
In 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 following
has to be taken into consideration when designing
a propulsion plant:
1. Resilient mountings always feature several resonances resulting from the natural mounting
frequencies. In spite of the endeavour to keep
resonances as far as possible from nominal
The inclined resilient mounting was developed espespeed the lower bound of the speed range free
cially for ships with high comfort demands, e.g.
from resonances will rarely be lower than 70 %
passenger ferries and cruise vessels. This mountof nominal speed for mountings using inclined
ing system is characterised by natural frequencies
mounts and not lower than 85 % for mountings
of the resiliently supported engine being lower
using conical mounts. It must be pointed out
than approx. 18 Hz, so that they are well below
that these percentages are only guide values.
those of the pulsating disturbing variables.
The speed interval being free from resonances
may be larger or smaller. These restrictions in
For lower demands of comfort, as e.g. for merspeed will mostly require the deployment of a
chant ships, the conical mounting system was creatcontrollable pitch propeller.
ed. Because of the stiffer design of the elements
the natural frequencies of the system are clearly 2. Between the resiliently mounted engine and the
higher than in case of the inclined resilient mountrigidly mounted gearbox or alternator, a flexible
ing. The structure-borne-sound isolation is thus
coupling with minimum axial and radial elastic
decreased. It is, however still considerably better
forces and large axial and radial displacement
than in case of a rigid engine support.
capacities must be provided.
Therefore MAN Diesel & Turbo offers two different
versions of the resilient mounting to increase the
comfort.
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 because of
the sea-state-related movement of the vessel.
In the case of conical mounting, these stoppers
are integrated in the element.
0218-0500MDES2.fm
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.
A-BB
48/60B, 48/60CR, 51/60DF, 58/64
Page 2 - 145

2.15.4 Resilient seating
5. In order to achieve a good structure-bornesound isolation, the lower brackets used to

connect the supporting elements with the
ship's foundation are to be fitted at sufficiently
rigid points of the foundation. Influences of the
foundation's stiffness on the natural frequencies of the resilient support will not be considered.
0218-0500MDES2.fm
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. Additional measures always
result in additional costs.
Page 2 - 146
48/60B, 48/60CR, 51/60DF, 58/64
A-BB

2.15.5 Recommended configuration of foundation
2.15.5
0218-0600MDASdf2.fm
Engine mounting using inclined sandwich elements
Figure 2-55
hJ_^
Recommended configuration of foundation in-line engine Resilient seating
48/60B, 48/60CR, 51/60DF
Page 2 - 147
Figure 2-56
Page 2 - 148
0218-0600MDASdf2.fm
48/60B, 48/60CR, 51/60DF
hJ_^

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

18 V Engine
Page 2 - 150
Recommended configuration of foundation 18 V engine Resilient seating
48/60B, 48/60CR, 51/60DF
0218-0600MDASdf2.fm
Figure 2-58
hJ_^

Recommended configuration of foundation vee-engine Resilient seating
0218-0600MDASdf2.fm
Figure 2-59
hJ_^
48/60B, 48/60CR, 51/60DF
Page 2 - 151

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

0218-0600MDASdf2.fm
Figure 2-61
hJ_^
48/60B, 48/60CR, 51/60DF
Page 2 - 153
Figure 2-62
Page 2 - 154
0218-0600MDASdf2.fm
48/60B, 48/60CR, 51/60DF
hJ_^

0218-0600MDASdf2.fm
Figure 2-63
hJ_^
48/60B, 48/60CR, 51/60DF
Page 2 - 155
0218-0600MDASdf2.fm
Page 2 - 156
48/60B, 48/60CR, 51/60DF
hJ_^

2.15.6 Engine alignment
2.15.6
Engine alignment
The alignment of the engine to the attached power

train is crucial for troublefree operation.
Dependent on the plant installation influencing 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 mounting

Shaft misalignment under pressure
Necessary axial pre-tensioning of the flex-coupling
Therefore take care that a special alignment calculation, resulting in alignment tolerance limits will be
carried out.
0218-0700AA2.fm
Follow the relevant working instructions of this

specific engine type. Alignment tolerance limits
must not be exceeded.
F-BA
Page 2 - 157
0218-0700AA2.fm
2.15.6 Engine alignment
Page 2 - 158
F-BA
======
Engine automation
Page 3 - 1
Page 3 - 2
Engine automation
3.1.1 SaCoSone system overview
3.1
Engine automation
3.1.1
SaCoSone system overview
Figure 3-1
SaCoSone system overview
Legend
Control Unit
System Bus
Local Operating Panel
Interface Cabinet
Auxiliary Cabinet
Remote Operating Panel (Optional)
During engine installation, only the bus connections and the power supply and safety related cables between the Control Unit and the
Interface/Auxiliary Cabinet are to be laid, as well as
connections to external modules and parts on
ship/plant.
0301-0000MD2.fm
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 ship/plant is done by means of an
Interface Cabinet.
hJ_^
48/60B
Page 3 - 3
Engine automation
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 harmonised
to a homogenously system.
The system has already been tested and parameterised in the factory.
Control Unit
The Control Unit is attached to the engine cushioned against any vibration. It includes two identical, highly integrated Control Modules: one for
safety functions and the other one for engine control and alarming.

The engine is equipped with a Local Operating
Panel (LOP) cushioned against any vibration. This
panel is equipped with one or two TFT displays for
visualisation of all engine's operating and measuring data. At the LOP, the engine 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.
The modules work independently of each other

and collect engine measuring data by means of
separate sensors.
Figure 3-3
Control Unit
0301-0000MD2.fm
Figure 3-2
Page 3 - 4
48/60B
hJ_^
Engine automation
Interface Cabinet
Auxilary Cabinet
The Interface Cabinet is the interface between the

engine electronics and the plant control. It is the
central connecting point for electric power supply
to the engine from the plant/vessels power distribution.
The Auxilary Cabinet contains the speed governor

and the starter for the engine-attached cylinder
lube oil pump, the valve seat lube oil pump and the
temperature control valves.
Besides, it connects the engine control system

with the power management system and other
periphery parts.
The supply of the SaCoSone subsystems is done
by the Interface Cabinet.
Figure 3-5
Interface Cabinet
0301-0000MD2.fm
Figure 3-4
Auxilary Cabinet
hJ_^
48/60B
Page 3 - 5
Engine automation
System Bus
The SaCoSone system bus connects all system
modules. This redundant field bus system provides 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 System Bus
0301-0000MD2.fm
Figure 3-6
SaCoSone is connected to the plant by the Gateway Module. This module is equipped with decentral 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.
Page 3 - 6
48/60B
hJ_^
Engine automation
Remote Operating Panel (optional)

The Remote Operating Panel (ROP) serves for engine operation from a control room. The ROP has
the same functionality as the Local Operating Panel.
From this operating device it is possible to transfer
the engine operation functions to a superior automatic system (propulsion control system, power
management).
In plants with integrated automation systems, this
panel can be replaced by IAS.
The panel can be delivered as loose supply for installation in the control room desk or integrated in
the front door of the Interface Cabinet.
0301-0000MD2.fm
Figure 3-7
hJ_^
48/60B
Page 3 - 7
Engine automation
0301-0000MD2.fm
Page 3 - 8
48/60B
hJ_^
Engine automation
3.2 Power supply and distribution
3.2
Power supply and distribution
The plant has to provide electric power for the automation and monitoring system. In general an uninterrupted 24 V DC power supply is required for
SaCoSone.
0302-0000MD2.fm
For marine main engines, an uninterrupted power

supply (UPS) is required which must be provided
by two individual supply networks. According to
classification requirements it must be designed to
guarantee the power supply to the connected systems for a sufficiently long period if both supply
networks fail.
Figure 3-8
L-BA
Supply diagramm
48/60B
Page 3 - 9
Engine automation
3.2 Power supply and distribution
Required power supplies

Voltage
Consumer
Notes!
24 V DC
SaCoSone
All SaCoSone components in the Interface Cabinet and on the engine.
230 V 50/60 Hz
SaCoSone Interface Cabinet
Cabinet illumination, socket, anticondensation

heater
440 V 50/60 Hz
Consumers on engine
Required power supplies
0302-0000MD2.fm
Table 3-1
Power supply for consumers on engine.
Page 3 - 10
48/60B
L-BA
Engine automation
3.3 Operation
3.3
Operation
Control Station Changeover

The operation and control can be done from both
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 Re-
Figure 3-9
Control station changeover
0303-0000MDA2.fm
On the screen displays, all the measuring points

acquired by means of SaCoSone can be shown in
clearly arranged drawings and figures. It is not
necessary to install additional speed indicators
separately.
K-BB
mote Operating Panel or to an external automatic

system. A handshake is therefore necessary. For
applications with Integrated Automation Systems
(IAS) also the functionality of the Remote Operating Panel can be taken over by the IAS.
Speed setting
In case of operating with one of the SaCoSone panels, the engine speed setting is carried out manually by a decrease/increase switch button. If the
operation is controlled by an external system, the
speed setting can be done either by means of binary contacts (e.g. for synchronisation) or by an
active 4 20 mA analogue signal alternatively. The
signal type for this is to be defined in the project
planning period.
48/60B, 48/60CR
Page 3 - 11
Engine automation
3.3 Operation
Operating modes
For alternator applications:
Droop (5-percent speed increase between

nominal load and no load)
For propulsion engines:
Isochronous
Master/Slave Operation for operation of two
engines on one gear box
The operating mode is pre-selected via the

SaCoSone interface and has to be defined during
the application period.
0303-0000MDA2.fm
Details regarding special operating modes on request.
Page 3 - 12
48/60B, 48/60CR
K-BB
Engine automation
3.4 Functionality
3.4
Functionality
Safety functions
Emergency stop
The safety system monitors all operating data of

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.
Emergency stop is an engine shutdown initiated

by an operators manual action like pressing an
emergency stop button.
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 emergency shut-down and the speed control.
In addition to the provisions made to permit the internal initiation of demands, binary and analogue
channels have been provided for the initiation 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 parameters and requests a load reduction, if necessary.
The load reduction has to be carried out by an external system (IAS, PMS, PCS). For safety reasons, SaCoSone will not reduce the load by itself.
Auto shutdown
During operation, safety actions can be suppressed 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 chosen
classification society. The availability of the override function depends on the application.
Alarming
The alarm function of SaCoSone supervises all necessary parameters and generates alarms to indicate discrepancies when required. The alarm
functions are likewise split in control module and
gateway module. In the gateway module the supervision of the connected external systems occurs. The alarm functions are processed in an area
completely independent of the safety system area
in the gateway module.
Self-monitoring
SaCoSone carries out independent self-monitoring
functions. Thus, for example the connected sensors are checked constantly on function and wire
break. In case of a fault SaCoSone 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 speed
governor. Engine speed and crankshaft turn angle
indication is carried out by means of redundant
pick ups at the camshaft.
0304-0000MD2.fm
Auto shutdown is an engine shutdown initiated by

any automatic supervision of either engine internal
parameters or above mentioned external control
systems. If an engine shutdown is triggered by the
safety system, the emergency stop signal has an
immediate effect on the emergency shut-down
device, and the speed control. At the same time
the emergency stop is triggered, SaCoSone issues
a signal resulting in the alternator switch to be
opened.
Override
K-BA
48/60B
Page 3 - 13
Engine automation
3.4 Functionality
Load distribution - multi engine and master slave plants
Control
With electronic governors, the load distribution is

carried by speed droop, isochronously by loadsharing lines or master/slave operation.
SaCoSone controls all engine-internal functions as

well as external components, for example:
Shut-down
Start/stop sequences
- Demands regarding lube oil and cooling water pumps.
With electronic governors, the shut-down is effected by an electrical contact.
Load limit curves
- Monitoring of the prelubrication and postcooling period.
Start fuel limiter
- Monitoring of the acceleration period.
Charge-air pressure dependent fuel limiter
Control station switch-over
Torque limiter
Switch-over from local operation in the engine

room to remote control from the engine control
room.
Jump-rate limiter
Notes!
In the case of controllable-pitch propeller units
with combinator mode, the combinator curves
must be sent to MAN Diesel & Turbo in the design stage for assessment. If load control systems 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. In case of overspeed
each control module actuates the shutdown device by a separate hardware channel.
Shutdown
- 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 SaCoSone scope of supply in general.
0304-0000MD2.fm
The engine shutdown, initiated by safety functions

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.
External functions:
Page 3 - 14
48/60B
K-BA
Engine automation
3.4 Functionality
Media Temperature Control

Various media flows must be controlled to ensure
trouble-free engine operation.
The temperature controllers are available as software functions inside the gateway module of SaCoSone. The temperature controllers are operated
by the displays at the operating panels as far as it
is necessary. From the Interface Cabinet the relays
actuate the control valves.
- The cylinder cooling water (HT) temperature
control is equipped with performance-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 5-47").
- The low temperature (LT) cooling water temperature control is prepared analogue to the
HT cooling water temperature control and
can be used if the LT cooling water system
is designed as individual cooling water system per each engine.
In case that several engines are operated
with a combined LT cooling water system, it
is necessary to use a external temperature
controller.
This external controller must be mounted at
the engine control room desk and is to be
wired to the temperature control valve
(please refer also "Section 5.3.1: Cooling water
system diagram, page 5-47").
0304-0000MD2.fm
- The charge-air temperature control is identically designed as the HT cooling water 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 5-47").
- The design of the lube oil temperature control depends on the engine type. It is designed either as a thermostatic valve (waxcartridge type) or an electric driven control
valve with electronic control analogue to the
HT temperature controller will be used.
Please refer also "Section 5.2.2: Lube oil system
description, page 5-19").
K-BA
48/60B
Page 3 - 15
Engine automation
0304-0000MD2.fm
3.4 Functionality
Page 3 - 16
48/60B
K-BA
Engine automation
3.5 Interfaces
3.5
Interfaces
All measuring values acquired by SaCoSone are
available for transfer.
Data Bus Interface (Machinery Alarm System)
Alternator Control
Hardwired interface, used for example for synchronisation, 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 SaCoSone and the propulsion control system.
Others
In addition, interfaces to auxiliary systems are
available, such as to:
- nozzle cooling module
- HT preheating unit
Figure 3-10
Data Bus Interfaces (Machinery Alarm System)
This interface serves for data exchange to ship

alarm systems, Integrated Automation Systems
(IAS) or superior power plant operating systems.
The interface is actuated with MODBUS protocol
and is available as:
- Ethernet interface (MODBUS over TCP) or
as
0305-0000MDA2.fm
- serial
interface
(MODBUS
RTU)
RS422/RS485, Standard 5 wire with electrical isolation (cable length 100m).
Only if the Ethernet interface is used, the transfer
of data can be handled with timestamps from SaCoSone.
- 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 included in the scope of the MAN Diesel & Turbo
supply. This cabling has to be carried out by the
customer.
The status messages, alarms and safety actions,

which are generated in the system, can be transferred.
K-BB
48/60B, 48/60CR
Page 3 - 17
Engine automation
0305-0000MDA2.fm
3.5 Interfaces
Page 3 - 18
48/60B, 48/60CR
K-BB
Engine automation
3.6 Technical data
3.6
Technical data
Interface Cabinet
Environmental Conditions:
Design:
Ambient temperature: +10 C to +50 C
Floor-standing cabinet
Relative humidity: =60%
Cable entries from below through cabinet base
Vibrations: =0,7g.
Accessible by front doors

Doors with locks
Opening angle: 90
MAN Standard color light grey (RAL7035)
Weight: approx.300 kg
Dimensions: 1200 x 2100 x 400 mm*
* width x height x depth (including base)
Degree of protection: IP54.

Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
Vibrations < 0.7 g.
Auxiliary Cabinet
Design:
Panel for control desk installation with 3 m ca-
ble to terminal bar for installation inside control

desk
Front color: white aluminium (RAL9006)

Weight: 15 kg

Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
Vibrations: < 0.7 g.
Design:
Floor-standing cabinet
Cable entries from below
Accessible by front doors
Doors with locks
Opening angle: 90
Standard colour light grey (RAL7035)
Weight: app.250 kg
0306-0000MD2.fm
L-BA
48/60B
Page 3 - 19
Engine automation
3.6 Technical data
Electrical own consumption

Consumer
Supply system
Notes
Pn (kVA)
Ub
(V)
F
(Hz)
Phase
Fuse/
Starter
by
yard
0.540.661)
24
DC
+/-
351)
402)
0.650.772)
Power supply from ship battery distribution (two line

redundant power supply)
SaCoSone Auxiliary Cabinet
0.25-1
400
480
50/60
6A
Power supply for consumers

on engine
2.7
230
50/60
16A
Cabinet illumination, socket,

anticondensation heater,temperature controller incl. regulating valve drive, for each
temperature control system
SaCoSone Auxiliary Cabinet
Table 3-2
1)
Electrical own consumption
9L48/60
0306-0000MD2.fm
2) 18V48/60
Page 3 - 20
48/60B
L-BA
Engine automation
3.7 Installation requirements
3.7
Installation requirements
Location
The Interface Cabinet is designed for installation in
non-hazardous areas.
The maximum cable length between the engine
and the Interface Cabinet is 60 meters.
The cabinet must be installed at a location suitable
for service inspection.
Do not install the cabinet close to heat-generating
devices.
In case of installation at walls, the distance between 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!
If 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 refer
to the "Section 3.6: Technical data, page 3-19".
Cabling
0307-0000MDA2.fm
The interconnection cables between the engine

and the Interface Cabinet have to be installed according to the rules of electromagnetic compatibility. 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.
The cabinets is equipped with spring loaded terminal clamps. All wiring to external systems should
be carried out without conductor sleeves.
The redundant CAN cables are MAN Diesel & Turbo scope of supply. If the customer provides these
cables, the cable must have a characteristic impedance of 120 .
Maximum cable length
Connection
Cables between engine and
Interface Cabinet
max. cable length

60 m
MODBUS cable between Interface Cabinet and ship alarm system
100 m
Cable between Interface Cabinet

and Remote Operating Panel
100 m
Table 3-3
Maximum cable length
Installation Works
During the installation period the yard has to protect the cabinet against water, dust and fire. It is
not allowed to do any welding near the cabinets.
The cabinets have to be fixed to the floor by
screws.
If it is inevitable to do welding near the cabinet, the
cabinet and panels have to be protected against
heat, electric current and electromagnetic influences. To guarantee protection against current, all
of the cabling must be disconnected 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.
All cabling between the Interface Cabinet and the

controlled device is scope of yard supply.
K-BB
48/60B, 48/60CR
Page 3 - 21
Engine automation
0307-0000MDA2.fm
3.7 Installation requirements
Page 3 - 22
48/60B, 48/60CR
K-BB
Engine automation
3.8 Engine-located measuring and control devices
3.8
Engine-located measuring and control devices
Exemplary list for project planning

Engine type: L48/60B
No.
Measuring
point
Description
Function
Measuring
range
Location
Connected
to
0-2667 Hz/
0-20000 rpm
turbocharger
control module/safety
engine speed, turbocharger speed
1.
1SE1004
speed pickup
turbocharger speed
2.
1SE1005
speed pickup
engine speed
camshaft speed and

position input for CR
0-600 rpm
0-290 Hz
camshaft
control moddrive wheel ule/alarm
3.
2SE1005
speed pickup
engine speed
camshaft speed and

position input CR
0-600 rpm
0-290 Hz
camshaft
control moddrive wheel ule/ safety
start and stop of engine
4.
1SV1010
actuator
engine fuel admission
speed and load governing
engine
auxiliary cabinet
5.
1PS1011
pressure switch
start air pressure
feedback start valve

open
engine
control module /alarm
6.
1SSV1011
solenoid valve engine

start
actuated during engine

start
engine
7.
1HZ1012
push button local emergency stop
emergency stop from

local operating panel
control module /safety
8.
1SZV1012
solenoid valve
manual and auto emergency shutdown
engine
9.
1PS1012
presure switch
feedback emergency
stop, startblocking
active
engine
release of engine opera- 0-30 rotation/

ton dependant alarms
0-110% fuel
and engine control
adm.
engine
emergency stop air
10.
2GT1022
inductive position sensor for fuel admission
0308-0000MD2.fm
variable injection timing
11.
1GOS1028
limit switch
early ignition
feedback VVT part load

position reached
engine
12.
2GOS1028
limit switch
late ignition
feedback VVT full load

position reached
engine
13.
1PS1028
pressure switch
oil pressure VIT brake
release VIT-motor at sufficient pressure
engine
Table 3-4
L-BA
Engine-located Measuring and Control Devices (1 of 7)
48/60B
Page 3 - 23
Engine automation
No.
Measuring
point
Description
Function
Measuring
range
Location
Connected
to
14.
2PS1028
pressure switch
oil pressure VIT brake
release VIT-motor at sufficient pressure
engine
15.
1UV1028
solenoid valve
VIT adjustment
energise valve means

remove hydraulic brake
for VIT-adjustment
engine
16.
2UV1028
solenoid valve
VIT adjustment
energise valve means

remove hydraulic brake
for VIT-adjustment
engine
solenoid valvecharge air

blow off
open at partload or low

speed
engine
solenoid valvecharge air

bypass flap
charge air blow off at

low suction air temperature
engine
charge air bypass
17.
1XSV1030
charge air blow-off
18.
1XSV1031
main bearings
19.
xTE1064
temp sensors
main bearings
xTE1064-1
element 1 of xTE1064
monitoring, alarm
0 120 C
engine
xTE1064-2
monitoring, load reduction
0 120 C
engine
pneumatic valve
start blocking while

turning gear engaged
turning
gear
limit switch
indication and start

blocking
engine
turning gear
20.
1SSV1070
21.
1GOS1070
turning gear engaged

slow turn
22.
1SSV1075
solenoid valve M329 for

slow turn
turning engine with

reduced start air pressure
engine
23.
2SSV1075
solenoid valve M371/2

for slow turn
turning engine with

reduced start air pressure
engine
Page 3 - 24
48/60B
0308-0000MD2.fm
Table 3-4
L-BA
Engine automation
No.
Measuring
point
Description
Function
Measuring
range
solenoid valve for jet

assist
turbocharger acceleration by jet assist
Location
Connected
to
engine
jet assist
24.
1SSV1080
lube oil system
25.
1PT2170
pressure transmitter
lube oil pressure engine
inlet
monitoring, alarm
0 10 bar
engine
26.
2PT2170
lube oil pressure engine
inlet
monitoring, auto shutdown
0 10 bar
engine
27.
1TE2170
temp sensor
lube oil temp engine
inlet
1TE2170-1
element 1 of 1TE2170
monitoring, alarm
0 120 C
engine
1TE2170-2
0 120 C
engine
28.
1EM2470A/
B1)
electric motor
cylinder lubrication line
A/B
cylinder lubrication line

A/B
engine
interface
cabinet
29.
1FE2470A/B limit switch

1)
cylinder lubricator line
A/B
function control of cylinder lubricator line A/B
0.1 1 Hz
engine
30.
1PT2570
lube oil pressure turbocharger inlet
monitoring alarm
0 6 bar
engine
31.
2PT2570
lube oil pressure turbocharger inlet
monitoring, engine protection
0 6 bar
engine
32.
1TE2580
temp sensor
lube oil temp turbocharger drain

1TE2580-1
monitoring alarm
0 120 C
engine
1TE2580-2
monitoring, auto shutdown
0 120 C
engine
oil mist detector
oil mist supervision
engine
0308-0000MD2.fm
oil mist detection
33.
1QTIA2870
Table 3-4
L-BA
48/60B
Page 3 - 25
Engine automation
No.
Measuring
point
Description
Function
Measuring
range
Location
Connected
to
splash oil
34.
xTE2880
temp sensors
splash oil temp rod
bearings
xTE2880-1
monitoring,alarm
0 120 C
engine
xTE2880-2
0 120 C
engine
for EDS visualisation

and control of preheater valve
0 120 C
engine
cooling water systems
35.
1TE3168
temp sensor HT-water

temp charge air cooler
inlet
36.
1PT3170
pressure transmitter HT- alarm at low pressure

cooling water pres-sure
engine inlet
0 6 bar
37.
2PT3170
pressure transmitter HT- detection of low cooling

cooling water pres-sure water pressure
engine inlet
0 6 bar
38.
1TE3170
temp sensor HT-water

temp engine inlet
0 120 C
engine
39.
1TE3180
temp sensor
alarm, indication
-
HT-water temp engine

outlet
1TE3180-1
monitoring, alarm
0 120 C
engine
1TE3180-2
monitoring, load reduction / auto shutdown
0 120 C
engine
40.
1PT3470
nozzle cooling water
pressure engine inlet
alarm at low cooling

water pressure
0 10 bar
41.
2PT3470
pressure engine inlet

water pressure
0 10 bar
42.
1TE3470
temp sensor
temp engine inlet
alarm at high cooling

water temp
0 120 C
engine
43.
1PT4170
pressure transmitter LTwater pressure charge

air cooler inlet

water pressure
0 6 bar
Page 3 - 26
0308-0000MD2.fm
Table 3-4
48/60B
L-BA
Engine automation
No.
Measuring
point
Description
Function
Measuring
range
Location
Connected
to
44.
2PT4170
pressure transmitter LTwater pressure charge

air cooler inlet

water pressure
0 6 bar
45.
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
46.
1PT5070
fuel pressure engine
inlet
remote indication and

alarm
0 16 bar
engine
47.
2PT5070
fuel pressure engine
inlet
remote indication and

alarm
0 16 bar
engine
48.
1TE5070
temp sensor
fuel temp engine inlet
alarm at high temp in

MDO-mode and for
EDS use
0 200 C
engine
49.
1LS5076
level switch
high pressure fuel system leakage
high pressure fuel

system leakage detection
engine
50.
1LS5080
level switch
pump and nozzle leakage
fuel leakage detection
engine
51.
2LS5080
level switch
dirty oil leakage pump
bank CS

pump bank CS
engine
52.
3LS5080
level switch
dirty oil leakage pump
bank CCS

pump bank CCS
engine
0308-0000MD2.fm
charge air system
53.
1PT6100
intake air pressure
-20...+20 mbar
tcsilencer
between
filter and
silencer
54.
1TE6100
temp sensor
intake air temp
temp input for charge

air blow-off and EDS
visualisation
0 120 C
intake air
duct of
engine
55.
1TE6170
temp sensor
charge air temp charge
air cooler A/B inlet
0 300 C
engine
Table 3-4
L-BA
48/60B
Page 3 - 27
Engine automation
No.
Measuring
point
Description
Function
Measuring
range
Location
Connected
to
56.
1PT6180
charge air pressure
before cylinders row
A/B
engine control
0 6 bar
engine
57.
2PT6180
charge air pressure
before cylinders
0 4 bar
engine
58.
1TE6180
temp sensor
charge air temp after
charge air cooler
alarm at high temp
0 120 C
engine
59.
1PT6182
cooling air pressure tc
inlet
monitoring of cooling air

flow for turbine disc
cooling
0 4 bar
engine
solenoid valve for waste

gate
exhaust gas blow off

when tc-speed high
engine
exhaust gas system
60.
1XSV6570
61.
xTE6570A/B double thermocouples

1)
exhaust gas temp cylinders x A/B
62.
63.
xTE6570A/B element 1 of
-1
xTE6570A/B
monitoring, alarm
0 800 C
engine
xTE6570A/B element 2 of
-2
xTE6570A/B
0 800 C
engine
1TE6575
double thermocouple
exhaust gas temp
before turbocharger
1TE6575-1
monitoring, alarm
0 800 C
engine
1TE6575-2
0 800 C
engine
1TE6580A/B double thermocouple

1)
exhaust gas temp
before turbocharger
1TE6580A/B element 1 of
-1
1TE6580A/B
indication
0 800 C
engine
1TE6580-2
indication
0 800 C
engine

0308-0000MD2.fm
Table 3-4
element 2 of
1TE6580A/B
Page 3 - 28
48/60B
L-BA
Engine automation
No.
Measuring
point
Description
Function
Measuring
range
Location
Connected
to
control air, start air, stop air
64.
1PT7170
starting air pressure
engine control, remote

indication
0 40 bar
engine
65.
2PT7170
starting air pressure
engine control, remote

indication
0 40 bar
engine
66.
1PT7180
emergency stop air
pressure
alarm at low air pressure 0 40 bar
engine
67.
2PT7180
emergency stop air
pressure
alarm at low air pressure 0 40 bar
engine
68.
1PT7400
control air pressure
remote indication
0 10 bar
engine
69.
2PT7400
control air pressure
remote indication
0 10 bar
engine
Table 3-4
all engines; B-sensors: V-engines only.
0308-0000MD2.fm
1) A-sensors:
L-BA
48/60B
Page 3 - 29
Engine automation
0308-0000MD2.fm
Page 3 - 30
48/60B
L-BA
======
Specification for engine supplies
Page 4 - 1
Page 4 - 2
p~===
4.1.1 Lubricating oil
4.1
Explanatory notes for operating supplies
Temperatures and pressures stated in "Section:

Planning data for emission standard IMO Tier II" must be
considered.
4.1.1
Lubricating oil
Selection of the lubricating oil must be in accordance with the relevant chapters.
The lubricating oil must always match the worst
fuel oil quality. A base number (BN) that is too low
is critical.
A base number that is too high is, however, not
optimum (costs, sedimentation), but is not considered critical.
If, alongside operation using heavy fuel, it is intended to operate for a longer continuous period
using low-sulphur fuel, a second lubricating oil
tank should be provided which is then topped up
with the correct BN in each case in order to attain
an optimum mixing range.
4.1.2
Operation with liquid fuel
The engine is designed for operation with HFO,

MDO and MGO in the qualities quoted in the relevant chapters.
The following notes concerning this must always be
observed:
Engine operation with DMA-grade fuel (MGO), viscosity 2 cst at 40 C
A) Short-term operation, max. 72 hours

Engines that are normally operated with heavy fuel, can also be operated with marine gas oil (MGO,
in accordance with ISO 8217-F-DMA) for short
periods.
0203-0000MA2.fm
Boundary conditions:
Fuel in accordance with ISO 8217-F-DMA and

a viscosity of 2 cSt at 40 C
MGO-operation maximum 72 hours within a
J-BB
two week period (cumulative with distribution

as required)
Fuel oil cooler switched on and fuel oil temperature before engine 45 C
B) Long-term (> 72h) or continuous operation

For long-term (> 72h) or continuous operation with
DMA-grade fuel (MGO), viscosity 2 cst at 40 C,
special engine- and plant-related planning prerequisites must be set and special actions are necessary during operation.
Following features are required on engine side:
Inlet valve lubrication with possibility to be

turned off and on manually
In case of conventional injection system, injection pumps with sealing oil system, which can
be activated and cut off manually, are necessary
32/40, 48/60B, 48/60CR, 58/64
Page 4 - 3

4.1.3 Engine cooling water
Lube oil for diesel operation (BN10-BN16) has
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 pump)
Cooler layout in fuel system for a fuel oil temperature before engine of 45 C
Nozzle cooling system with possibility to be

turned off and on during engine operation
Boundary conditions for operation:
Fuel in accordance with ISO 8217-F-DMA and

a viscosity of 2 cSt at 40 C
Fuel oil cooler activated and fuel oil temperature

before engine 45 C
Inlet valve lubrication turned on

In case of conventional injection system, sealing oil of injection pumps activated
Nozzle cooling system switched off

Continuous
(MGO):
operation
with
DMA-grade
4.1.3
Engine cooling water
to be used
Operation with heavy fuel oil of a sulphur content of

< 1.5 %
Previous experience with stationary engines using
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 combustion
properties are not affected negatively.
This may well change if in the future new methods
are developed to produce low sulphur-containing
heavy fuels.
If it is intended to run continuously with low sulphur-containing heavy fuel, lube oil with a low BN
(BN30) 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.
fuel
The quality of the engine cooling water required in

relevant section has to be ensured.
4.1.4
Intake air
0203-0000MA2.fm
The quality of the intake air as stated in the relevant sections has to be ensured.
Page 4 - 4
32/40, 48/60B, 48/60CR, 58/64
J-BB

4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
4.2
Specification for lubricating oil (SAE 40) for operation with gas oil,
diesel oil (MGO/MDO) and biofuels
General
The specific output achieved by modern diesel engines combined with the use of fuels that satisfy
the quality requirements more and more frequently
increase the demands on the performance of the
lubricating oil which must therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven
track record as lubricants for the drive, cylinder,
turbocharger and cooling the piston. Doped lubricating oils contain additives that, among other
things, ensure dirt holding capability, clean the engine and the neutralise the acidic products of
combustion.
Properties/characteristics
Make-up
Low-temperature behaviour, still
flowable
Insoluble n-heptane
Table 4-1
The base oil (doped lubricating oil = base oil + additives) must have a narrow distillation range and
be refined using modern methods. If it contains
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.
Ideally paraffin based
ASTM D 2500
15
ASTM D 92
> 200
ASTM D 482
< 0.02
ASTM D 189
< 0.50
MAN ageing oven1)
Weight %
ASTM D 4055
or DIN 51592
Weight %
MAN Diesel &

Turbo test
<
0.2
<
Precipitation of resins or asphalt-like ageing products must not be identifiable.
Base oils Target values
Works' own method.
0401-0000MAcr2.fm
1)
Base oil
Limit value
Evaporation loss
Spot test (filter paper)
Specifications
Test method
Coke residue (according to Conradson)

Ageing tendency following 100
hours of heating up to 135 C
Lubricating oils approved for use in MAN Diesel & Turbo

four-stroke diesel engines that run on gas oil and diesel
fuel").
Unit
Flash point (Cleveland)

Ash content (oxide ash)
Only lubricating oils that have been approved by

MAN Diesel & Turbo may be used (see "Table 4-3:
E-BB
Page 4 - 5

Doped lubricating oils (HD oils)
Additional requirements
The base oil to which the additives have been added (doped lubricating oil) must have the following
properties:
The lubricating oil must not contain viscosity index

improver. Fresh oil must not contain water or other
contaminants.
Additives
Lube oil selection
The ash must be soft. If this prerequisite is not

met, it is likely the rate of deposition in the combustion 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 prevent 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 filtering properties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896) must
be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
Evaporation tendency
The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected.
Engine
SAE class
16/24, 21/31, 27/38, 28/32S, 32/40,
40
32/44, 40/54, 48/60, 58/64, 51/60DF

Table 4-2
Viscosity (SAE class) of lubricating oils
Doped oil quality

We recommend doped lubricating oils (HD oils)
according to international specifications MIL-L
2104 or API-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 fractions the lubricating oil contains. If marine diesel oil
with a sulphur content of up to 2.0 % by weight
according to ISO-F-DMC and coke residues 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 decide the additive content.
Cylinder lubricating oil

In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubricating 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 lubricating
circuit as specified above.
Speed controller
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil
sump. If this oil is not available when filling, 15W40
oil can be used instead in exceptional cases. In
this case, it makes no difference whether synthetic
or mineral-based oils are used.
The military specification for these oils is O-236.
Page 4 - 6
E-BB
0401-0000MAcr2.fm
The additives must be dissolved in the oil and their

composition must ensure that as little ash as possible remains following combustion.

Experience with the L27/38 engine has shown

that the operating temperature of the Woodward
controller OG10MAS and corresponding actuator
for UG723+ can be higher than 93 C. In these
cases we recommend using a synthetic oil such as
Castrol Alphasyn HG150. Engines supplied 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 different
manufacturers), is not permitted as this may impair
the performance of the existing additives 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 approved by
the engine manufacturer for the particular application. Irrespective of the above, lubricating oil manufacturers are liable in any case for the quality and
characteristics of their products. If you have any
questions, we will be happy to provide you with
further information.
Oil during operation
Due to current and future emission regulations,

heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in
these regions instead.
If 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/g) can be used during this period.
If 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. If the
BN 20 lubricating oil by the same manufacturer as
the lubricating oil used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be
sufficient to use BN 20 oil when replenishing the
used lubricating oil.
If 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 55).
If the lubricating oil with higher BN is by the same
manufacturer as the BN 20 lubricating oil, the
changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
BN (30 55) 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.
Improper handling of fuels

If fuels are improperly handled, this can pose a
danger to health, safety and the environment. The
relevant safety information by the fuel supplier
must be observed.
0401-0000MAcr2.fm
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 properties remain within the defined limit values (see "Table 4-4:
Limit values for used lubricating oil"). An oil sample
must be analysed every 1 3 months (see maintenance schedule). An oil sample must be analysed
every 1 3 months (see maintenance schedule).
The quality of the oil can only be maintained if it is
cleaned using suitable equipment (e. g. a separator or filter).
Temporary operation with gas oil
E-BB
Page 4 - 7

Approved lubricating oils SAE 40

Manufacturer
Base number
10
AGIP
161) [mgKOH/g]
Cladium 120-SAE 40
Sigma S SAE 402)
BP
Energol DS 3-154
CASTROL
Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco
(Texaco, Caltex)
Taro 12 XD 40
Delo 1000 Marine SAE 40
Delo SHP 40
EXXON MOBIL
Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 402)
Delvac 1640
PETROBRAS
Marbrax CCD-410
Q8
Mozart DP40
REPSOL
Neptuno NT 1540
SHELL
Gadinia 40
Gadinia AL40
Sirius FB402)
Sirius/Rimula X402)
STATOIL
MarWay 1540
MarWay 1040
TOTAL LUBMARINE
Table 4-3
Disola M4015
Lubricating oils approved for use in MAN

Diesel & Turbo four-stroke diesel engines that
run on gas oil and diesel fuel
1)
If marine diesel oil with a low quality (ISO-F-DMC) is used,

a base number (BN) of roughly 20 should be used.
2) With a sulphur content of less than 1 %.
Note!
0401-0000MAcr2.fm
MAN Diesel & Turbo SE does not assume liability for problems that occur when using these
oils.
Page 4 - 8
E-BB

Limit value
Viscosity at 40 C
220 mm2/s
110
Method
ISO 3104 or ASTM D445
Base number (BN)
min. 50 % of fresh oil
ISO 3771
Flash Point (PM)
min. 185 C
ISO 2719
Water content
max. 0.2 % (max. 0.5 % for a brief periods)
ISO 3733 or ASTM D 1744
n-heptan insoluble
max. 1.5 %
DIN 51592 or IP 316
Metal content
depends on engine type and operating conditions
Fe
max. 50 ppm
Guide value only

Cr
max. 10 ppm
Cu
max. 15 ppm
Pb
max. 20 ppm
Sn
max. 10 ppm
Al
max. 20 ppm
When operating with

biofuels:
max. 12%
FT-IR
biofuel fraction
Limit values for used lubricating oil
0401-0000MAcr2.fm
Table 4-4
E-BB
Page 4 - 9
0401-0000MAcr2.fm
Page 4 - 10
E-BB

4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
4.3
Specification for lubricating oil (SAE 40) for operation on heavy

fuel oil (HFO)
Only lubricating oils that have been approved by
MAN Diesel & Turbo may be used (see "Table 4-9:
General
The specific output achieved by modern diesel engines combined with the use of fuels that satisfy
the quality requirements more and more frequently
increase the demands on the performance of the
lubricating oil which must therefore be carefully selected.
Approved lubricating oils for heavy fuel oil-operated MAN

Diesel & Turbo four-stroke engines").
Specifications
Base oil
The base oil (doped lubricating oil = base oil + additives) must have a narrow distillation range and
be refined using modern methods. If it contains
paraffins, they must not impair the thermal stability
or oxidation stability.
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 properties, ensure a
higher neutralisation reserve than with fully doped
engine oils (HD oils).
The base oil must comply with the limit values (see
"Table 4-5: Base oils Target values"), particularly in
terms of its resistance to ageing.
International specifications do not exist for medium alkalinity lubricating oils. A test operation is
therefore necessary for a corresponding period in
accordance with the manufacturer's instructions.
Properties/characteristics
Make-up
Low-temperature behaviour, still
flowable
Unit
Test method
Limit values
Ideally paraffin based
ASTM D 2500
15
ASTM D 92
> 200
ASTM D 482
< 0.02
ASTM D 189
< 0.50
MAN ageing
oven1)
Weight %
ASTM D 4055 or
DIN 51592
< 0.2
<2
MAN Diesel &

Turbo test
Precipitation of resins or asphalt-like ageing

products must not be identifiable.
Flash point (Cleveland)

Ash content (oxidised ash)
Weight %
Coke residue (according to Conradson)

Ageing tendency following 100
hours of heating up to 135 C
Insoluble n-heptane
Evaporation loss
Spot test (filter paper)
0401-0000AA2.fm
Table 4-5
1)
Base oils Target values
Works' own method.
E-BB
Page 4 - 11

Medium alkalinity lubricating oil
Evaporation tendency
The prepared oil (base oil with additives) must

have the following properties:
The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected.
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 provisionally
operated with distillate oil.
The ash must be soft. If this prerequisite is not
met, it is likely the rate of deposition in the combustion 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 prevent 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 filtering properties and separability.
Additional requirements
The lubricating oil must not contain viscosity index
improver. Fresh oil must not contain water or other
contaminants.
Lube oil selection
Engine
SAE
class
16/24, 21/31, 27/38, 28/32S, 32/40,
40
32/44, 40/54, 48/60, 58/64, 51/60DF

Table 4-6
Viscosity (SAE class) of lubricating oils
Neutralisation properties (BN)

Lubricating oils with medium alkalinity and a range
of neutralisation capabilities (BN) 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 conditions"). However, the operating results
are still the overriding factor in determining which
BN number produces the most efficient engine
operation.
Neutralisation capability
The neutralisation capability (ASTM D2896) must
be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
0401-0000AA2.fm
For tips on selecting the base number see "Table

4-7: Base number to be used for various operating conditions".
Page 4 - 12
E-BB

Approx. BN of fresh
oil (mg KOH/g oil)
Engines/Operating conditions
20
Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur content of
less than 0.5 %.
30
Generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation only with sulphur content < 1.5 %.
40
With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corresponding requirements in relation to the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
50
Table 4-7
32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient
with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Base number to be used for various operating conditions
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 (SECA). Fuels with a
high sulphur content may be used outside SECA
zones. In this case, the BN number of the lubricating oil selected must satisfy the requirements for
operation using fuel with a high-sulphur content. A
lubricating oil with low BN number may only be selected if fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practise that
demonstrate the most efficient engine operation
are the factor that ultimately decides which additive fraction is permitted.
Cylinder lubricating oil

In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubricating 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 lubricating
circuit as specified above.
0401-0000AA2.fm
Speed controller
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil
sump. If this oil is not available when filling, 15W40
E-BB
oil can be used instead in exceptional cases. In

this case, it makes no difference 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 different
manufacturers), is not permitted as this may impair
the performance of the existing additives 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 approved by
the engine manufacturer for the particular application. Irrespective of the above, lubricating oil manufacturers are liable in any case for the quality and
characteristics of their products. If 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 properties remain within the defined limit values (see "Table 4-8:
Page 4 - 13

Limit values for used lubricating oil"). An oil sample

must be analysed every 1 3 months (see maintenance schedule). An oil sample must be analysed
every 1 3 months (see maintenance schedule).
The quality of the oil can only be maintained if it is
cleaned using suitable equipment (e.g. a separator
or filter).
Temporary operation with gas oil
Due to current and future emission regulations,
heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in
these regions instead.
If the engine is operated with low-sulphur diesel
fuel for less than 1,000 h, a lubricating oil which is
suitable for HFO operation (BN 30 55 mg
KOH/g) can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more than 1,000 h and is sub-
sequently operated once again with HFO, a

lubricating oil with a BN of 20 must be used. If the
BN 20 lubricating oil by the same manufacturer as
the lubricating oil used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be
sufficient to use BN 20 oil when replenishing the
used lubricating oil.
If 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 55).
If the lubricating oil with higher BN is by the same
manufacturer as the BN 20 lubricating oil, the
changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
BN (30 55) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
HFO operation.
Limit value
Viscosity at 40 C
Base number (BN)
Flash Point (PM)
Water content
n-heptan insoluble
Metal content
110
220 mm2/s
min. 50 % of fresh oil
ISO 3771
min. 185 C
ISO 2719
max. 0.2 % (max. 0.5 % for brief periods)
max. 1.5 %
DIN 51592 or IP 316
Dependent on engine type and operating condition
Only for guidance
Fe
max. 50 ppm
Cr
max. 10 ppm
Cu
max. 15 ppm
Pb
max. 20 ppm
Sn
max. 10 ppm
Al
max. 20 ppm
Limit values for used lubricating oil
0401-0000AA2.fm
Table 4-8
Method
Page 4 - 14
E-BB

Tests
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test.
Manufacturer
Base number [mgKOH/g]

20
30
40
50
Cladium 300
Cladium 400
Energol IC-HFX 204
Energol IC-HFX 304
Energol IC-HFX 404
Energol IC-HFX 504
TLX Plus 204
TLX Plus 304
TLX Plus 404
TLX Plus 504
Troncoil 3040 Plus
Troncoil 4040 Plus
Troncoil 5040 Plus
CHEVRON
Taro 20DP40
Taro 30DP40
Taro 40XL40
Taro 50XL40
(Texaco, Caltex)
Taro 20DP40X
Taro 30DP40X
Taro 40XL40X
Taro 50XL40X
EXXON MOBIL
Mobilgard M50
AGIP
BP
CASTROL
CEPSA
Mobilgard M430
Mobilgard M440
Exxmar 30 TP 40
Exxmar 40 TP 40
PETROBRAS
Marbrax CCD-420
Marbrax CCD-430
Marbrax CCD-440
REPSOL
Neptuno NT 2040
Neptuno NT 3040
Neptuno NT 4040
Argina S 40
Argina T 40
Argina X 40
Argina XL 40
SHELL
Argina XX 40
TOTAL LUBMARINE
Aurelia TI 4030
Aurelia TI 4040
Aurelia TI 4055
Note!
MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils.
Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines
0401-0000AA2.fm
Table 4-9
E-BB
Page 4 - 15
0401-0000AA2.fm
Page 4 - 16
E-BB

4.4 Specification for gas oil/diesel oil (MGO)
4.4
Specification for gas oil/diesel oil (MGO)
Diesel oil
Other designations
Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and must
therefore not contain any residual materials.
Military specification
Diesel oils that satisfy specification F-75 or F-76
may be used.
Specification
The suitability of the fuel depends on whether it
has the properties defined in this specification
(based on its composition in the as-delivered
state).
The DIN EN 590 and ISO 8217-2010 (Class DMA
or Class DMZ) and standards have been extensively used as the basis when defining these properties. The properties correspond to the test
procedures stated.
Properties
Unit
Density at 15 C
Kinematic viscosity at 40 C
Filterability1)
in summer and
in winter
Test procedure
Typical value
kg/m
ISO 3675
820.0
890.0
mm2/s (cSt)
ISO 3104
2
6.0
DIN EN 116
0
12
Flash point in closed cup
60
Sediment content (extraction method)
weight %
ISO 3735
0.01
Water content
volume %
ISO 3733
0.05
Sulphur content
weight %
ISO 8754
1.5
ISO 6245
0.01
ISO CD 10370
0.10
IP 570
<2
Ash
Coke residue (MCR)
0409-0000AA2.fm
ISO 2719
Hydrogen sulphide
Table 4-3
E-BB
mg/kg
Diesel fuel (MGO) Properties that must be complied with (1 of 2)
Page 4 - 11

4.4 Specification for gas oil/diesel oil (MGO)
Properties
Unit
Test procedure
Typical value
Total acid number
mg KOH/g
ASTM D664
< 0.5
Oxidation stability
g/m3
ISO 12205
< 25
ISO 12156-1
< 520
Cetane number or cetane index
ISO 5165
40
Copper strip test
ISO 2160
British Standard BS MA 100-1987
M1
ASTM D 975
1D/2D
Lubricity
(wear scar diameter)
Other specifications:
Table 4-3
Diesel fuel (MGO) Properties that must be complied with (2 of 2)
1) The process
for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud
point in accordance with ISO 3015.
Additional information
Use of diesel oil

If distillate intended for use as heating oil is used
with stationary engines instead of diesel oil (EL
heating oil according to DIN 51603 or Fuel no. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behaviour at low temperatures must be ensured; in other words the
requirements for the filterability and cetane
number must be satisfied.
Viscosity
To ensure sufficient lubrication, a minimum viscosity must be ensured at the fuel delivery pump. The
maximum temperature required to ensure that a
viscosity of more than 1.9 mm2/s is maintained
upstream of the fuel delivery pump depends on
the viscosity of the fuel. In any case the temperature of the fuel upstream of the injection pump
must not exceed 45 C.
bricity as specified in ISO 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 integral part of the specification.
must be observed.
Analyses
We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test.
Lubricity
Page 4 - 12
0409-0000AA2.fm
The lubricity of diesel fuel is normally sufficient. The

desulphurisation of diesel fuels can reduce their lubricity. If the sulphur content is extremely low
(< 500 ppm or 0.05 %), 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 lu-
E-BB

4.5 Specification for biofuel
4.5
Specification for biofuel
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 vegetable
oils can be used.
Transesterified biofuels (biodiesel, FAME) must
comply with the standard EN 14214.
Non-transesterificated biofuels must comply with

the specifications listed in "Table 4-11: Non-transesterified biofuel 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. If future experience
shows that these specifications are too strict, or
not strict enough, they can be modified accordingly to ensure safe and reliable operation.
When operating with biofuels, a lubricating oil that
would also be suitable for operation with diesel oil
(see "Section: Specification of engine supplies
Specification for lubricating oil (SAE 40) for operation with

marine gas oil, diesel oil (MGO/MDO) and biofuels" ) must
be used.
Unit
Test method
900 930 kg/m3
DIN EN ISO 3675, EN ISO 12185
> 60 C
DIN EN 22719
Properties/Characteristics
Density at 15 C
Flash point
Lower calorific value
> 35 MJ/kg (typical: 37 MJ/kg)
DIN 51900-3
Viscosity/50 C
< 40 cSt (corresponds to

viscosity)/40 C < 60 cSt
DIN EN ISO 3104
Cetane number
> 40
FIA
< 0.4 %
DIN EN ISO 10370
< 200 ppm
DIN EN 12662
>5h
ISO 6886
Phosphorous content
< 15 ppm
ASTM D 3231
Na and K content
< 15 ppm
DIN 51797-3
Ash content
< 0.01 %
DIN EN ISO 6245
Water content
< 0.5 %
EN ISO 12537
Lodine number
< 125 g/100 g
DIN EN 14111
TAN (total acid number)
< 5 mg KOH/g
DIN EN ISO 660
< 10 C below the lowest temperature in the fuel system
EN 116
Coke residue
Sediment content
Oxidation stability (110 C)
Filtrability
Non-transesterified biofuel Specifications
0414-0000AA2.fm
Table 4-11
L-BA
Page 4 - 19

4.5 Specification for biofuel

must be observed.
Analyses
0414-0000AA2.fm
Page 4 - 20
L-BA

4.6 Specification for diesel oil (MDO)
4.6
Specification for diesel oil (MDO)
Marine diesel oil
Specification
Other designations
The suitability of fuel depends on the design of the

engine and the available cleaning options, as well
as compliance with the properties in the following
table that refer to the as-delivered condition of the
fuel.
Marine diesel oil, marine diesel fuel
Origin
Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from
crude oil and must be free of organic acids and
non-mineral oil products.
Properties
ISO-F specification
Density at 15 C
Kinematic viscosity at 40 C
The properties are essentially defined using the

ISO 8217-2010 standard as the basis. The properties have been specified using the stated test
procedures.
Unit
Test method
Designation
DMB
ISO 3675
900
ISO 3104
> 2.0
kg/m
mm2/s
= cSt
< 11
Pour point (winter quality)
ISO 3016
Pour point (summer quality)
<0
<6
Flash point (Pensky Martens)
ISO 2719
> 60
Total sediment content
% by weight
ISO CD 10307
0.10
Water content
% by volume
ISO 3733
< 0.3
Sulphur content
% by weight
ISO 8754
< 2.0
ISO 6245
< 0.01
ISO CD 10370
< 0.30
ISO 5165
> 35
mg/kg
IP 570
<2
mg KOH/g
ASTM D664
< 0.5
g/m3
ISO 12205
< 25
ISO 12156-1
< 520
ISO 2160
<1
British Standard BS MA 100-1987
Class M2
ASTM D 975
2D
ASTM D 396
No. 2
Ash content
Carbon residue (MCR)
Cetane number or cetane index
Hydrogen sulphide
Acid value
Oxidation resistance
Lubricity
(wear scar diameter)
Copper strip test
0407-0000AA2.fm
Other specifications:
Table 4-5
J-BA
Marine diesel oil (MDO) Characteristic values to be adhered to
Page 4 - 15

4.6 Specification for diesel oil (MDO)
During transshipment and transfer, MDO is handled 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 bunker ship, for
example that could significantly impair the properties of the oil.
Lubricity
Normally, the lubricating ability of diesel fuel oil is
sufficient to operate the fuel injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If the sulphur content is extremely low
(< 500 ppm or 0.05 %), 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 ISO 12156-1 does not exceed 520 m.
The fuel must be free of lubricating oil (ULO (used
lubricating oil, old oil)). 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.
Seawater causes the fuel system to corrode and

also leads to hot corrosion of the exhaust valves
and turbocharger. Seawater also causes insufficient atomisation and therefore poor mixture formation 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 temperature
40 50 C. Most solid particles (sand, rust and
catalyst particles) and water can be removed, and
the cleaning intervals of the filter elements can be
extended considerably.
If operating fluids are improperly handled, this can
pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed.
Analyses
0407-0000AA2.fm
The pour point specifies the temperature at which

the oil no longer flows. The lowest temperature 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 ensure

sufficient lubrication in the fuel injection pumps.
The temperature of the fuel must therefore not exceed 45 C.
Page 4 - 16
J-BA

4.7 Specification for heavy fuel oil (HFO)
4.7
Specification for heavy fuel oil (HFO)
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 4-6: The fuel
specifications and corresponding characteristics for heavy

fuel oil" providing the engine and fuel processing
system have been designed accordingly. To ensure that the relationship between the fuel, spare
parts and repair/maintenance costs remains favourable at all times, the following points should
be observed.
Heavy fuel oil (HFO)
Origin/Refinery process
The quality of the heavy fuel oil largely depends on
the quality of crude oil and on the refining process
used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker positions. Heavy fuel oil is
normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery processes, such as
Catcracker or Visbreaker. 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 engine also depend heavily on these
factors.
Bunker positions with standardised heavy fuel oil
qualities should preferably be used. If oils need to
be purchased from independent dealers, 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
0406-0000AA2.fm
Fuels 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
4-6: The fuel specifications and corresponding characteristics for heavy fuel oil".
J-BB
The entries in the last column of "Table 4-6: The fuel

specifications and corresponding characteristics for heavy
fuel oil" provide important background information
and must therefore be observed.
Different international specifications exist for heavy

fuel oils. The most important specifications are ISO
8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown
in "Figure 4-1: ISO 8217-2010 specification for heavy fuel
oil" and "Figure 4-2: ISO 8217-2010 specification for
heavy fuel oil (continued)". All qualities in these specifications up to K700 can be used, providing the
fuel preparation system has been designed accordingly. To use any fuels, which do not comply
with these specifications (e.g. crude oil), consultation with Technical Service of MAN Diesel &
Turbo SE in Augsburg is required. Heavy fuel oils
with a maximum density of 1,010 kg/m3 may only
be used if up-to-date separators are installed.
Important
Even though the fuel properties specified in "Table
4-6: The fuel specifications and corresponding characteristics for heavy fuel oil" satisfy the above require-
ments, they probably do not adequately define the

ignition and combustion properties and the stability of the fuel. This means that the operating behaviour of the engine can depend on properties
that are not defined in the specification. This particularly applies to the oil property that causes formation of deposits in the combustion chamber,
injection system, gas ducts and exhaust gas system. A number of fuels have a tendency towards
incompatibility with lubricating oil which leads to
deposits being formed in the fuel delivery pump
that can block the pumps. It may therefore be necessary to exclude specific fuels that could cause
problems.
Blends
The addition of engine oils (old lubricating oil,
ULO used lubricating oil) and additives that are
not manufactured from mineral oils, (coal-tar oil,
for example), and residual products of chemical or
other processes such as solvents (polymers or
Page 4 - 17

chemical waste) 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.
If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel, this poses a particular
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. In our
mm2/s
(cSt)
Viscosity
(at 50 C)
experience (and this has also been the experience

of other manufacturers), this can severely damage
the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is prohibited for environmental protection reasons according to the
resolution of the IMO 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 lines should be emptied into sludge tanks.
700
See "Paragraph: Viscosity/injection viscosity, page 4-22"
55
See "Paragraph: Viscosity/injection viscosity, page 4-22"
1.010
See "Paragraph: Heavy fuel oil processing, page 4-22"
max.
60
See "Paragraph: Flash point (ASTM D 93), page 4-24"
max.
30
See "Paragraph: Low temperature behaviour

(ASTM D 97), page 4-24", "Paragraph: Pump characteristics, page 4-24"
30
See "Paragraph: Low temperature behaviour

(ASTM D 97), page 4-24", "Paragraph: Pump characteristics, page 4-24"
20
See "Paragraph: Combustion properties, page 4-25"
5 or
See "Paragraph: Sulphuric acid corrosion, page 4-27"
max.
Viscosity
(at 100 C)
Density
(at 15 C)
g/ml
Flash point
Pour point
(summer)
Pour point (winter)
Carbon residues
(Conradson)
Weight
%
Sulphur content
max.
legal requirements
Ash
content
0.15
Vanadium content
mg/kg
450
Water
content
Volume%
0.5
Sediment (potential)
Weight
%
0.1
The fuel specifications and corresponding characteristics for heavy fuel oil (1 of 2)
0406-0000AA2.fm
Table 4-6
Page 4 - 18
J-BB

60
mg
KOH/g
2.5
Hydrogen sulphide
mg/kg
Used lubricating oil

(ULO)
mg/kg
The fuel must be free of lubricating oil (ULO (used

lubricating oil, old oil)). 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.
Asphalt content
Weight
%
2/3 of carbon residue (according to

Conradson)
See "Paragraph: Combustion properties, page 4-25"
Sodium content
mg/kg
Sodium< 1/3
vanadium,
sodium< 100
Aluminium and silicium content (total)
mg/kg
Total acid number
max.
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or
polymers.
The fuel specifications and corresponding characteristics for heavy fuel oil (2 of 2)
0406-0000AA2.fm
Table 4-6
J-BB
Page 4 - 19
Figure 4-1
Page 4 - 20
0406-0000AA2.fm
ISO 8217-2010 specification for heavy fuel oil
J-BB
0406-0000AA2.fm
Figure 4-2
J-BB
ISO 8217-2010 specification for heavy fuel oil (continued)
Page 4 - 21

Heavy fuel oil processing
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.
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-abrasive inorganic
foreign matter (catalyst particles, rust, sand) 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.
Selection of heavy fuel oil

Economic operation with heavy fuel oil within the
limit values (see "Table 4-6: The fuel specifications and
corresponding characteristics for heavy fuel oil") is possible under normal operating conditions, provided
the system is working properly and regular maintenance is carried out. If these requirements are
not satisfied, shorter maintenance intervals, higher
wear and a greater need for spare parts is to be
expected. The required maintenance intervals and
operating results determine which quality of heavy
fuel oil should be used.
It is an established fact that the price advantage
decreases as viscosity increases. It 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 viscosity
depends on the preheating system installed and
the capacity (flow rate) of the separator.
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 oil). A settling tank is sufficient for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 C. If the
heavy fuel oil has a high concentration of foreign
matter or if fuels in accordance with
ISO-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 operation.
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 cleaning
intervals must be triggered automatically). 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.
0406-0000AA2.fm
The prescribed injection viscosity of

12 14 mm2/s (for GenSets, 23/30H and
28/32H: 12 8 cSt) and corresponding fuel temperature upstream of the engine must be observed. This is the only way to ensure efficient
atomisation and mixture formation and therefore
low-residue combustion. This also prevents mechanical overloading of the injection system. For
the prescribed injection viscosity and/or required
fuel oil temperature upstream of the engine, refer
to the viscosity temperature diagram.
Viscosity and density influence the cleaning effect.

This must be taken into account when designing
and making adjustments to the cleaning system.
Page 4 - 22
J-BB

For the prerequisites that must be met by the separator see "Table 4-7: Obtainable contents of foreign
matter and water (after separation)". These limit values
are used by manufacturers as the basis for dimensioning the separator and ensure compliance.
The manufacturer's specifications must be complied with to maximise the cleaning effect.
Application in ships and stationary use: parallel installation

1 Separator for 100 % flow rate
1 Separator (reserve) for 100 %
flow rate
Figure 4-3
Heavy fuel oil cleaning/separator arrangement
The separators must be arranged according to the

manufacturers' current recommendations (AlphaLaval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into
account. If separators by other manufacturers are
used, MAN Diesel & Turbo should be consulted.
If processing is carried out in accordance with the
MAN Diesel & Turbo specifications and the correct
separators are chosen, it may be assumed that
the results (see "Table 4-7: Obtainable contents of forDefinition
eign matter and water (after separation)") 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 values are
complied with. In addition, optimum lubricating oil
treatment must be ensured.
Particle size
Quantity
< 5 m
< 20 mg/kg
Al+Si content
< 15 mg/kg
Water content
< 0.2 % by volume %
Inorganic foreign matter

including catalyst particles
Obtainable contents of foreign matter and water (after separation)
0406-0000AA2.fm
Table 4-7
J-BB
Page 4 - 23

Water
Ash
It is particularly important to ensure that the water

separation process is as thorough as possible as
the water is present in the form of large droplets,
and not as a finely distributed emulsion. In 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. If the water absorbed in the fuel is
seawater, harmful sodium chloride and other salts
dissolved in this water will enter the engine.
Fuel ash consists for the greater part of vanadium

oxide and nickel sulphate (see "Paragraph: Vanadium/sodium, page 4-24"). 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. In 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 (depending on the catalytic
bond), is roughly the same as the proportion of
catalyst remnants in the heavy fuel oil.
Vanadium/sodium
If 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 corrosion. Most of
the water and water-soluble sodium 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. It must also be ensured that sodium
does not enter the engine in the form of seawater
in the intake air.
If 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 exhaust
gas system. This will impair the function of the engine (including the suction function of the turbocharger).
Under certain conditions, high-temperature corrosion 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
4-27").
Homogeniser
If a homogeniser is used, it must never be installed
between the settling tank and separator as otherwise it will not be possible to ensure satisfactory
separation of harmful contaminants, particularly
seawater.
Flash point (ASTM D 93)

National and international transportation and storage regulations governing the use of fuels must be
complied with in relation to the flash point. In general, a flash point of above 60 C is prescribed for
diesel engine fuels.
Low temperature behaviour (ASTM D 97)

The pour point is the temperature at which the fuel
is no longer flowable (pumpable). 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.
Pump characteristics
If the viscosity of the fuel is higher than
1,000 mm2/s (cST), or the temperature is not at
least 10 C above the pour point, pumping problems will occur. For further information see "Para-
graph: Low temperature behaviour (ASTM D 97), page

4-24".
Page 4 - 24
J-BB
0406-0000AA2.fm
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.

Combustion properties
If the proportion of asphalt is more than two thirds
of the coke residue (Conradson), combustion 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 cylinder wall
(thermal overloading of lubricating oil film). If 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 using unstable heavy fuel
oils, or if incompatible heavy fuel oils are mixed.
This would lead to an increased deposition of asphalt (see "Paragraph: Compatibility, page 4-27").
Ignition 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. If the proportion of
aromatic hydrocarbons is high (more than 35 %),
this also adversely affects the ignition quality.
0406-0000AA2.fm
The ignition delay in heavy fuel oils with poor ignition characteristics is longer and combustion is
also delayed which can lead to thermal overloading 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 temperature and compression pressure, i. e. by the compression ratio,
the charge-air pressure and charge-air temperature.
The ignition quality is one of the most decisive

properties of the fuel. This value does not appear
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 limit values. The parameters, such as the calculated carbon aromaticity index (CCAI), are therefore aids
derived from quantifiable fuel properties. We have
established that this method 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 (fuel
combustion analyser FCA) and is currently being
tested by a series of testing laboratories. The instrument measures the ignition delay to determine
the ignition quality of a fuel and the measurement
obtained is converted into an instrument specific
cetane number (FIA-CN or EC). It has been established that in some cases heavy fuel oils with a low
FIA 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 CCAI

Assignment of CCAI ranges to engine types").
The disadvantages of using fuels with poor ignition

characteristics can be limited by preheating the
charge air in partial load operation and reducing
the output for a limited period. However, a more
effective solution is a high compression ratio and
operational adjustment of the injection system to
the ignition characteristics of the fuel used, as is
the case with MAN Diesel & Turbo piston engines.
J-BB
Page 4 - 25

Figure 4-4
Nomogram for the determination of CCAI Assignment of CCAI ranges to engine types
Legend
Viscosity mm/s (cSt) at 50 C
Density [kg/m] at 15 C
CCAI
Calculated carbon aromaticity index
Normal operating conditions
Ignition properties may be poor that adjustment of engine or engine or engine operating conditions are required
Problems that have been identified may lead to engine damage, even after a short period of operation.
Engine type
The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils.
0406-0000AA2.fm
The CCAI can be calculated using the following formula:

CCAI = D 141 log log (V + 0.85) 81
Page 4 - 26
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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. If the temperature
of the components that are exposed to acidic
combustion products is below the acid dew point,
acid corrosion can no longer be effectively prevented, even if alkaline lubricating oil is used.
The BN values specified in "Section: Specification for
lubricating oil (SAE 40) for operation on heavy fuel oil
(HFO)" 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. If 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 incompatibility.
Blending heavy fuel oil

If heavy fuel oil for the main engine is blended with
gas oil (MGO) to obtain the required quality or viscosity of heavy fuel oil, it is extremely important
that the components of these oils are compatible
(see "Paragraph: Compatibility, page 4-27").
Additives to heavy fuel oils
Additives that are currently used for diesel engines, as well as their probable effects on the engine's operation, are summarised in the "Table 4-8:
Additives to heavy fuel oils Classification/ effects", together with their supposed effect on engine operation.
Precombustion
additives
Dispersing agents/stabilisers
Emulsion breakers
Biocides
Combustion additives
Combustion catalysts (fuel savings,

emissions)
Post-combustion
additives
Ash modifier (hot corrosion)
Table 4-8
Soot removers (exhaust-gas system)
Additives to heavy fuel oils Classification/

effects
Heavy fuel oils with low sulphur content

From the point of view of an engine manufacturer,
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 available on
the market. This situation may change in future if
new methods are used for the production of lowsulphur heavy fuel oil (desulphurisation, new
blending components). MAN Diesel & Turbo will
monitor developments and inform its customers if
required.
If the engine is not always operated with low-sulphur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
be selected.

must be observed.
0406-0000AA2.fm
MAN Diesel & Turbo engines can be operated

economically without additives. It is up to the customer to decide whether or not the use of additives is beneficial. The supplier of the additive 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.
J-BB
Page 4 - 27

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 period). To ensure that
representative samples are taken of the bunker oil,
a sample should be taken from the transfer line
when starting up, halfway through the operating
period and at the end of the bunker period. 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 department) will be
pleased to provide further information on request.
0406-0000AA2.fm
Page 4 - 28
J-BB

4.8 Viscosity-temperature diagram (VT diagram)
4.8
Viscosity-temperature diagram (VT diagram)
Explanations of viscosity-temperature diagram
Figure 4-5
Viscosity-temperature diagram (VT diagram)
0413-0000AA2.fm
In the diagram, the fuel temperatures are shown

on the horizontal axis and the viscosity is shown
on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with different reference
viscosities. The vertical viscosity axis in
mm2/s (cSt) applies for 40 and 50 C.
E-BB
Page 4 - 29

4.8 Viscosity-temperature diagram (VT diagram)
Determining the viscosity-temperature curve and the

required preheating temperature
Example: Heavy fuel oil of 180 mm2/s at 50 C.

Prescribed injection viscosity in mm2/s
Table 4-9
Required temperature
of heavy fuel oil at
engine inlet1) in C
12
126 (line c)
14
119 (line d)
Determination of the viscosity-temperature

curve and the preheating temperature
1) The
drop in temperature between the last preheating appliance and the fuel injection pump is not taken into account
in these figures.
A heavy fuel oil with a viscosity of 180 mm2/s at

50 C can reach a viscosity of 1,000 mm2/s at
24 C (line e) this is the maximum permissible
viscosity at which the pump can still deliver the fuel.
When the last preheating appliance is a state-ofthe-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. In this case asphalt
forms, i. e. quality is adversely affected.
low for the heavy fuel oil to be heated up to a temperature which is roughly 10 C higher than the
pour point.
Note!
The viscosity of gas oil or diesel fuel (marine
diesel oil) upstream of the engine must be at
least 1.9 mm2/s. If the viscosity is too low, this
may cause seizing of the pump plunger or nozzle needle valves as a result of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the maximum permissible temperature depends on the viscosity of the
fuel, it must never exceed the following values:
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
ISO8217-2010) like "Arctic Diesel" or "DMX" consult the technical service of MAN Diesel & Turbo in
Augsburg. In this case, please provide exact fuel
specification.
The heavy fuel oil lines between the outlet of the

last preheating system and the injection valve
must be suitably insulated to limit the maximum
drop in temperature to 4 C. This is the only way
to achieve the necessary injection viscosity of
14 mm2/s for heavy fuel oils with a reference viscosity of 700 mm2/s at 50 C (the maximum viscosity as defined in the international specifications
such as ISO CIMAC or British Standard). If the
heavy fuel oil being used has a lower reference viscosity, the injection viscosity should ideally be
12 mm2/s to improve the atomisation of heavy fuel
oil and in turn reduce combustion residues.
Page 4 - 30
0413-0000AA2.fm
The delivery pump must be designed to handle a

heavy fuel oil with a viscosity of up to
1,000 mm2/s. The pour point of the heavy fuel oil
determines whether or not it can be pumped. The
engineering design of the bunker system must al-
E-BB

4.9 Specification for engine cooling water
4.9
Specification for engine cooling water
Preliminary notes
Testing equipment
As is also the case with the fuel and lubricating oil,

the engine cooling water must be carefully selected, handled and checked. If this is not the case,
corrosion, erosion and cavitation may occur at the
walls of the cooling system in contact with water
and deposits may form. Deposits obstruct the
transfer of heat and can cause thermal overloading of the cooled parts. The system must be treated with an anticorrosive agent before bringing it
into operation for the first time. The concentrations
prescribed by the engine manufacturer must always be observed during subsequent operation.
The above especially applies if a chemical additive
is added.
The MAN Diesel & Turbo water testing equipment

incorporates devices that determine the water
properties referred to above in a straightforward
manner. The manufacturers of anticorrosive
agents also supply user-friendly testing equipment. For information on monitoring cooling water,
see "Section 4.10: Cooling water inspecting, page 4-39".
Requirements
Limit values
The properties of untreated cooling water must
correspond to the following limit values:
Properties/
characteristic
Water type
Properties
Distillate or freshwater, free
of foreign matter.
Unit
-
The following are prohibited:

Seawater, brackish water,
river water, brines, industrial
waste water and rainwater.
Total hardness
max. 10
pH value
6.5
Chloride ion
content
max. 50
Table 4-10
1) 1
0402-0000AA2.fm
Distillate
If distilled water (from a freshwater generator, for
example) or fully desalinated water (from ion exchange or reverse osmosis) is available, this
should ideally be used as the engine cooling water.
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 therefore
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 corrosion protection
does not form on the walls. This is why distilled
water must be handled particularly carefully and
the concentration of the additive must be regularly
checked.
Hardness
dH1)
mg/l2)
Cooling water Properties to be observed
dH (German hardness):
10 mg CaO in 1 litre of water
17.9 mg CaCO3/l
0.357 mval/l
0.179 mmol/l
2) 1 mg/l = 1 ppm
J-BB
The total hardness of the water is the combined

effect of the temporary and permanent hardness.
The proportion of calcium and magnesium salts is
of overriding importance. The temporary hardness
is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness is determined by the amount of remaining
calcium and magnesium salts (sulphates). The
temporary (carbonate) hardness is the critical factor that determines the extent of limescale deposit
in the cooling system.
Water with a total hardness of > 10dGH must be
mixed with distilled water or softened. Subsequent
hardening of extremely soft water is only necessary to prevent foaming if emulsifiable slushing oils
are used.
Page 4 - 31

Damage to the cooling water system
Corrosion
Corrosion is an electrochemical process that can
widely be avoided by selecting the correct 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. If
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 protective
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 may lead to cracking
and rapid crack propagation in water-cooled, mechanically-loaded components if the cooling water
has not been treated correctly.
Processing of engine cooling water
Formation of a protective film

The purpose of treating the engine cooling water
using anticorrosive agents is to produce a continuous protective film on the walls of cooling surfaces and therefore prevent the damage referred to
above. In order for an anticorrosive agent to be
100 % effective, it is extremely important that untreated water satisfies the requirements in "Paragraph: Requirements, page 4-31".
Treatment prior to initial commissioning of engine

Treatment with an anticorrosive agent 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 "Table 4-11: Nitrite-containing
chemical additives" up to "Table 4-14: Anti-freeze solutions with slushing properties" may be used.
Required approval
A cooling water additive may only be permitted for
use if tested and approved as per the latest directives of the ICE Research Association (FVV) "Suitability test of internal combustion engine cooling
fluid additives. The test report must be obtainable
on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprfanstalt (Federal Institute for Materials Research and Testing), Abteilung Oberflchentechnik
(Surface Technology Division), Grafenstrae 2 in
D-64283 Darmstadt.
Once the cooling water additive has been tested
by the FVV, the engine must be tested in the second 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 leaks or evaporation losses.
0402-0000AA2.fm
Protective films can be formed by treating the

cooling water with an anticorrosive chemical or an
emulsifiable slushing oil.
Emulsifiable slushing oils are used less and less

frequently as their use has been considerably restricted by environmental protection regulations,
and because they are rarely available from suppliers for this and other reasons.
Page 4 - 32
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Chemical additives
Sodium nitrite and sodium borate based additives
etc. have a proven track record. Galvanised 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.
If 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 deposits on the walls
of the cooling system.
The significance of emulsifiable corrosion-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.
Before an anti-freeze solution is used, the cooling

system must be thoroughly cleaned.
If 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 system.
Observe the applicable environmental protection
regulations when disposing of cooling water containing additives. For more information, consult the
additive supplier.
Anti-freeze agents
Biocides
If 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-7025).
If you cannot avoid using a biocide because the

cooling water has been contaminated by bacteria,
observe the following steps:
Sufficient corrosion protection can be provided by

adding the products listed in "Table 4-14: Anti-freeze
solutions with slushing properties" while observing the
prescribed concentration. This concentration prevents freezing at temperatures down to 22 C.
However, the quantity of anti-freeze solution actually required always depends on the lowest temperatures that are to be expected at the place of
use.
0402-0000AA2.fm
anti-freeze solution used is lower due to less stringent frost protection requirements 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 concentrations, contact the manufacturer. As regards the chemical additives indicated in "Table 4-11: Nitrite-containing chemical
additives", their compatibility with ethylene glycolbased antifreezes has been proved. Anti-freeze
solutions may only be mixed with one another with
the consent of the manufacturer, even if these solutions have the same composition.
Anti-freezes are generally based on ethylene glycol. 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 appropriate level of
corrosion protection, or if the concentration of
J-BB
You must ensure that the biocide to be used is

suitable for the specific application.
The biocide must be compatible with the seal-
ing materials used in the cooling water system

and must not react with these.
The biocide and its decomposition products
must not contain corrosion-promoting components. Biocides whose decomposition products contain chloride or sulphate ions are not
permitted.
Biocides that cause foaming of the cooling water are not permitted.
Page 4 - 33

Prerequisite for effective use of a rust inhibitor
Note!
Clean cooling system
The chemical additive concentrations shall not

be less than the minimum concentrations indicated in "Table 4-11: Nitrite-containing chemical addi-
Loose solid matter in particular must be removed

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. In 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 suitable products to do this. If 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
anticorrosive agent. Once the engine has been
brought back into operation, the cleaned system
must be checked for leaks.
Regular checks of the cooling water condition and cooling

water system
Treated cooling water may become contaminated
when the engine is in operation, which causes the
additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling
system and the cooling water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of oil content in water
are, e.g. discolouration or a visible oil film on the
surface of the water sample.
The additive concentration must be checked at
least once a week using the test kits specified by
the manufacturer. The results must be documented.
Page 4 - 34
tives".
Excessively low concentrations can promote corrosion and must be avoided. If the concentration
is slightly above the recommended concentration
this will not result in damage. Concentrations that
are more than twice the recommended concentration should be avoided.
Every 2 to 6 months send a cooling water sample
to an independent laboratory or to the engine
manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally
be replaced after abt. 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 into the system, freshwater must be treated immediately.
If chemical additives or anti-freeze solutions are
used, cooling water should be replaced after 3
years at the latest.
If there is a high concentration of solids (rust) in the
system, the water must be completely replaced
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. If the concentration of chloride ions has increased, 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. If exhaust
gas enters the cooling water, this may 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 requirements specified in "Paragraph: Requirements,
page 4-31". The concentration of the anticorrosive
agent must subsequently be checked and adjusted if necessary.
J-BB
0402-0000AA2.fm
As contamination significantly reduces the effectiveness of the additive, the tanks, pipes, coolers
and other parts outside the engine must be free of
rust and other deposits before the engine is started up for the first time and after repairs 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 4-41").

Subsequent checks of cooling water are especially required if the cooling water had to be drained
off in order to carry out repairs or maintenance.
Protective measures
Anticorrosive agents 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. If larger quantities spray and/or soak into clothing, remove and
wash clothing before wearing it again.
If chemicals come into contact with your eyes,
rinse them immediately with plenty of water and
seek medical advice.
Anticorrosive agents are generally harmful to the
water cycle. Observe the relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN
Diesel & Turbo two-stroke main engine is used in
a marine engine of type 16/24, 21/31, 23/30H,
27/38 or 28/32H, the cooling water recommendations for the main engine must be observed.
Analysis
0402-0000AA2.fm
We analyse cooling water for our customers in our

chemical laboratory. A 0.5 l sample is required for
the test.
J-BB
Page 4 - 35

Permissible cooling water additives
Nitrite-containing chemical additives

Manufacturer
Product designation
Initial
dose per
1,000 l
Minimum concentration ppm

Product
Nitrite
(NO2)
NaNitrite
(NaNO2)
15 l
40 l
15,000
40,000
700
1,330
1,050
2,000
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Liquidewt
Wilhelmsen (Unitor)
Rocor NB Liquid
Dieselguard
21.5 l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Nalfleet Marine
Nalfleet EWT Liq
Chemicals
(9-108)
P.O.Box 11
Nalfleet EWT 9-111
3l
10 l
30 l
3,000
10,000
30,000
1,000
1,000
1,000
1,500
1,500
1,500
Northwich
Nalcool 2000
Marisol CW
12 l
12,000
2,000
3,000
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem Marigases
D.C.W.T
48 l
48,000
2,400
64 Sfaktirias Street
Non-Chromate
Caretreat 2
16 l
16,000
4,000
6,000
Cool Treat NCLT
16 l
16,000
4,000
6,000
KJEMI-Service A.S.
Maxigard
P.O.Box 49/Norway
3140 Borgheim
Cheshire CW8DX, U.K.

Maritech AB
P.O.Box 143
S-29122 Kristianstad
Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy
18545 Piraeus, Greece

Marine Care
3144 NA Maasluis
The Netherlands
Vecom
Schlenzigstrae 7
21107 Hamburg
Germany
Page 4 - 36
Nitrite-containing chemical additives
0402-0000AA2.fm
Table 4-11
J-BB

Nitrite-free additives (chemical additives)

Manufacturer
Product designation
Initial dosing
Minimum concen-
per 1,000 l
tration
75 l
7.5 %
WT Supra
75 l
7.5 %
Q8 Corrosion Inhibitor
Long-Life
75 l
7.5 %
Arteco
Technologiepark
Zwinaarde 2
B-9052 Gent, Belgium
Havoline
XLI
Total Lubricants
Paris, France
Q8 Oils
Table 4-12
Chemical additives Nitrite free
Emulsifiable slushing oils

Manufacturer
Product
(Designation)
BP Marine, Breakspear Way,

Hemel Hempstead,
Diatsol M
Fedaro M
Herts HP2 4UL

Castrol Int.
Pipers Way
Swindon SN3 1RE, UK
Deutsche Shell AG
berseering 35
22284 Hamburg, Germany
Oil 9156
Emulsifiable slushing oils
0402-0000AA2.fm
Table 4-13
Solvex WT 3
J-BB
Page 4 - 37

Anti-freeze solutions with slushing properties

Manufacturer
BASF
Carl-Bosch-Str.
67063 Ludwigshafen, Rhein
Germany
Product
(Designation)
Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Int.
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
Mobil Oil AG
Steinstrae 5
20095 Hamburg
Germany
Arteco/Technologiepark
Zwijnaarde 2
B-9052 Gent
Belgium
Total Lubricants
Paris, France
35 %
Glycoshell
Antifreeze agent 500
Havoline XLC
Glacelf Auto Supra

Total Organifreeze
Anti-freeze solutions with slushing properties
0402-0000AA2.fm
Table 4-14
Minimum
concentration
Page 4 - 38
J-BB

4.10 Cooling water inspecting
4.10
Cooling water inspecting
Summary
Testing the typical values of water
Acquire and check typical values of the operating

media to prevent or limit damage.
Short specification
The freshwater used to fill the cooling water circuits must satisfy the specifications. The cooling
water in the system must be checked regularly in
accordance with the maintenance schedule.
Typical
value/property
The following work/steps is/are necessary:
Water type
Acquisition of typical values for the operating fluid,

evaluation of the operating fluid and checking the
concentration of the anticorrosive agent.
pH value
Tools/equipment required
Chloride ion
content
Equipment for checking the freshwater quality

The following equipment can be used:
The MAN Diesel & Turbo water testing kit, or

similar testing kit, with all necessary instruments and chemicals that determine the water
hardness, pH value and chloride content (obtainable from MAN Diesel & Turbo or Mar-Tec
Marine, Hamburg).
Equipment for testing the concentration of additives

When using chemical additives:
Testing equipment in accordance with the supplier's recommendations. Testing kits from the
supplier also include equipment that can be
used to determine the freshwater quality.
Total hardness
Table 4-15
Water for filling

and refilling
(without additive)
Circulating
water
Freshwater, free
of foreign matter
Treated cooling water
10 dGH1)
10 dGH1)
6.5
8 at 20 C
50 mg/l
(with additive)
7.5 at 20 C
50 mg/l2)
Quality specifications for cooling water

(abbreviated version)
1) dH
= German hardness
1 dH = 10 mg/l CaO
= 17.9 mg/l CaCO
=0.179 mmol/l
2) 1 mg/l = 1 ppm
Testing the concentration of anticorrosive agents
Short specification
Anticorrosive agent
Chemical
additives
Anti-freeze
agents
According to the quality specification, see
"Section 4.9: Specification for engine cooling

water, page 4-31".
According to the quality specification, see
"Section 4.9: Specification for engine cooling

water, page 4-31".
Concentration of the cooling water additive
0403-0000AA2.fm
Table 4-16
Concentration
gJ__
Page 4 - 39

4.10 Cooling water inspecting
Testing the concentration of chemical additives

The concentration should be tested every week,
and/or according to the maintenance schedule,
using the testing instruments, reagents and instructions of the relevant supplier.
Chemical slushing oils can only provide effective
protection if the right concentration is precisely
maintained. This is why the concentrations recommended by MAN Diesel & Turbo (quality specifications in "Section 4.9: Specification for engine cooling
water, page 4-31") must be complied with in all cases. These recommended concentrations may be
other than those specified by the manufacturer.
Testing the concentration of anti-freeze agents

The concentration must be checked in accordance with the manufacturer's instructions or the
test can be outsourced to a suitable laboratory. If
in doubt, consult MAN Diesel & Turbo.
Regular water samplings

Small quantities of lubricating oil in cooling water
can be found by visual check during regular water
sampling from the expansion tank.
Testing
0403-0000AA2.fm
We test cooling water for customers in our laboratory. To carry out the test, we will need a representative sample of abt. 0.5 l.
Page 4 - 40
JJ__

4.11 Cooling water system cleaning
4.11
Cooling water system cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/reestablish operating reliability.
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 specialist
who can provide the right cleaning agents for the

type of deposits and materials in the cooling circuit. The cleaning should only be carried out by
the engine operator if this cannot be done by a
specialist.
Oil sludge
Oil sludge from lubricating oil that has entered the
cooling system or a high concentration of anticorrosive agents can be removed by flushing the system with freshwater to which some cleaning agent
has been added. Suitable cleaning agents are listed alphabetically in "Table 4-17: Cleaning agents for
removing oil sludge". Products by other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer
Product
Concentration
Duration of cleaning procedure/temperature
Drew
HDE-777
4 5%
4 h at 50 60 C
Nalfleet
MaxiClean 2
25%
4 h at 60 C
Unitor
Aquabreak
0.05 0.5 %
4 h at ambient temperature
Vecom
Ultrasonic
4%
12 h at 50 60 C
Multi Cleaner
Table 4-17
Cleaning agents for removing oil sludge
Lime and rust deposits
0404-0000AA2.fm
Lime and rust deposits can form if the water is especially hard or if the concentration of the anticorrosive agent is too low. A thin lime scale layer can
be left on the surface as experience has shown
that this protects against corrosion. However,
limescale deposits with a thickness of more than
0.5 mm obstruct the transfer of heat and cause
thermal overloading of the components 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 responsible for water
gJ__
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 "Table 4-18: Cleaning agents for removing limescale and rust deposits".
Products by other manufacturers can be used
providing they have similar properties. The manufacturer's instructions for use must be strictly observed. Prior to cleaning, check whether the
cleaning agent is suitable for the materials to be
cleaned.
Page 4 - 41

4.11 Cooling water system cleaning
The products listed in "Table 4-18: Cleaning agents for

removing limescale and rust deposits" are also suitable
for stainless steel.
Manufacturer
Drew
Product
Concentration
Duration of cleaning procedure/temperature
SAF-Acid
5 10 %
4 h at 60 70 C
Descale-IT
5 10 %
4 h at 60 70 C
Ferroclean
10 %
4 24 h at 60 70 C
Nalfleet 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
Nalfleet
Cleaning agents for removing limescale and rust deposits
In emergencies only
Hydrochloric acid diluted in water or aminosulphonic acid may only be used in exceptional cases
if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following during application:
Stainless steel heat exchangers must never be

treated using diluted hydrochloric acid.
Cooling systems containing non-ferrous metals
(aluminium, red bronze, brass, etc.) must be

treated with deactivated aminosulphonic 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. If hydrochloric acid is used as
the cleaning agent, there is always a danger
that acid will remain in the system, even when
the system has been neutralised and flushed.
This residual acid promotes pitting. We therefore recommend you have the cleaning 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. It 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. Values are provided for
Page 4 - 42
orientation in "Table 4-17: 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. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with suitable chemicals
then flush. The system can then be refilled with
water that has been prepared accordingly.
Attention!
Start the cleaning operation only when the engine has cooled down. Hot engine components must not come into contact with cold
water. Open the venting pipes before refilling
the cooling water system. Blocked venting
pipes prevent 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 governing the disposal
of cleaning agents or acids must be observed.
0404-0000AA2.fm
Table 4-18
gJ__

4.12 Specification for intake air (combustion air)
4.12
Specication for intake air (combustion air)
General
Requirements
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.
Liquid fuel engines: As minimum, inlet 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 the machine room/engine room). If
the combustion air is drawn in from outside, in the
environment with a risk of higher inlet air contamination (e.g. due to sand storms, due to loading
and unloading grain cargo vessels or in the surroundings of cement plants), additional measures
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.
Mineral dust in the intake air increases wear.

Chemicals and gases promote corrosion.
This is why effective cleaning of intake air (combustion air) and regular maintenance/ cleaning of
the air lter are required.
When designing the intake air system, the maximum permissible overall pressure drop (lter, silencer, 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 lter mat corresponds to the G3 quality in accordance with EN779.
Gas engines and dual-fuel engines: As minimum, inlet 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/engine 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 engines 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 contamination (e.g. due to sand storms, due to loading and unloading grain cargo vessels or in the
surroundings of cement plants) additional measures must be taken. This includes the use of preseparators, 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.
_0411-0000AA2.fm
The concentration downstream of the air lter

and/or upstream of the turbocharger inlet must
not exceed the following limit values.
gJ__
Page 4 - 43

4.12 Specification for intake air (combustion air)
Properties
Typical value
Unit1)
max. 5
mg/Nm3
Particle size < 5 m: minimum 90 % of the particle number

Particle size < 10 m: minimum 98 % of the particle number
Dust (sand, cement, CaO, Al2O3 etc.)
Chlorine
max. 1.5
Sulphur dioxide (SO2)
max. 1.25
Hydrogen sulphide (H2S)
max. 5
Salt (NaCl)
max. 1
Table 4-19
1)
One
Nm3
Intake air (combustion air) Typical values to be observed

corresponds to one cubic meter of gas at 0 C and 101.32 kPa.
Note!
0411-0000AA2.fm
Intake air shall not contain any flammable gases. Make sure that the combustion air is not
explosive and is not drawn in from the ATEX
Zone.
Page 4 - 44
gJ__
======
Engine supply systems
Page 5 - 1
Page 5 - 2

5.1.1 Engine pipe connections and dimensions
5.1
Basic principles for pipe selection
5.1.1
Engine pipe connections and dimensions
The external piping systems are to be installed and

connected to the engine by the shipyard or by the
plant engineering company for a power plant.
The design of the piping has to take into account
the maximum allowed pressure losses, the recommended flow rates, the requirements of the installations (e.g. pumps, valves), the limitations of the
piping material (e.g. erosion and corrosion resistance) and secondary effects (e.g. noise).
Therefore, depending on specific conditions of
piping systems, it may be necessary to adopt even
lower flow rates as stated in the table below.
Generally it is not recommended to adopt higher
flow rates.
-
Recommended flow rates (m/s)

Suction side
Delivery side
Fresh water (cooling water)
1.0
2.0
2.0
3.5
Lube oil
0.5
1.0
1.5
2.5
Sea water
1.0
1.5
1.5
2.5
Diesel fuel
0.5
1.0
1.5
2.0
Heavy fuel oil
0.3
0.8
1.0
1.8
Natural gas (<5 bar)
5 10
Natural gas (>5 bar)
20 30
Pressurized air for control air system
2 10
Pressurized air for starting air system
25 30
Intake air
20 25
Exhaust gas
Recommended flow rates
0501-0000MA2.fm
Table 5-1
40
K-AF
Page 5 - 9

5.1.1 Engine pipe connections and dimensions
Specication of materials for piping

General
Fuel oil pipes, Lube oil pipes
The properties of the piping shall conform to in-
Galvanised steel pipe must not be used for the

piping of the system as acid components of the
fuel may attack zinc.
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 stationary power plants consider Q10.090285013.
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.
Proposed material (EN)

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 components must not be used for the piping of the system.

X6CrNiMoTi17-12-2
Please see the instructions in our Work card
6682000.16-01E for cleaning of steel pipes before tting together with the Q10.09028-2104
for stationary power plants.
LT-, HT- and nozzle cooling water pipes

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 corrosion where the zinc layer is not properly bonded to
the substrate.
0501-0000MA2.fm
P235GH, E235, X6CrNiMoTi17-12-2
Page 5 - 10
K-AF

5.0.1 Installation of flexible pipe connections for resiliently mounted engines
5.0.1
Installation of flexible pipe connections for resiliently mounted engines
Arrangement of hoses on resiliently mounted engine
Origin of static/dynamic movements
Flexible pipe connections become necessary to

connect resilient mounted engines with external
piping systems. They are used to compensate the
dynamic movements of the engine in relation to
the external piping system. For information about
the origin of the dynamic engine movements, their
direction and identity in principle see "Table 5-1: Excursions of the in-line engines" and "Table 5-2: Excursions of the V-engines".
Engine rotations unit
Coupling displacements
unit
Exhaust flange
(at the turbocharger)
mm
mm
Axial
Cross
direction
Vertical
Axial
Cross
direction
Vertical
Axial
Cross
direction
Vertical
RX
RY
RZ
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
(CCW)
0.0
0.0
0.0
0.35 (to
Cntrl. Side)
0.0
0.0
2.9 (to
Cntrl. Side)
0.9
Vibration during
normal operation
(0.003)
~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 5-1
Excursions of the in-line engines
Note!
The above entries are approximate values
(10 %); they are valid for the standard design
of the mounting.
0501-0400MA2.fm
Assumed sea way movements: Pitching 7.5/

rolling 22.5.
E-BA
Page 5 - 3
Origin of static/dynamic movements
Engine rotations unit
Coupling displacements unit
Exhaust flange
(at the turbocharger)
mm
mm
Axial
Cross
direction
Vertical
Axial
Cross
direction
Vertical
Axial
Cross
direction
Vertical
Rx
Ry
Rz
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 bank)
0.0
0.0
+4.2
(to A bank)
1.37
(A-TC)
Vibration
during
normal
operation
(0.004) ~0.0
~0.0
0.0
0.1
0.0
0.04
0.11
0.1
Run out
resonance
0.052
0.0
0.0
0.64
0.0
0.1
3.6
1.0
Table 5-2
0.0
Excursions of the V-engines
Note!
The above entries are approximate values
(10 %); they are valid for the standard design
of the mounting.
Assumed sea way movements: Pitching 7.5/
rolling 22.5.
0501-0400MA2.fm
The conical mounts (RD214B/X) are fitted with

internal stoppers (clearances: lat = 3 mm,
vert = 4 mm); these clearances will not be
completely utilized by the above loading cases.
Page 5 - 4
E-BA

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
compensators) are nearly unable to compensate
twisting movements. Therefore the installation direction of flexible pipes must be vertically (in Z-direction) if ever possible. An installation in
horizontal-axial direction (in X-direction) is not permitted; an installation in horizontal-lateral (Y-direction) is not recommended.
Arrangement of the external piping system

Shipyard's pipe system must be exactly arranged
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.
Flange and screw connections

Flexible pipes delivered loosely by MAN Diesel &
Turbo are fitted with flange connections, for sizes
with DN32 upwards. Smaller sizes are fitted with
screw connections. Each flexible pipe is delivered
complete with counterflanges or, those smaller
than DN32, with weld-on sockets.
Arrangement of pipes in system
0501-0400MA2.fm
Figure 5-2
E-BA
Page 5 - 5

Installation of hoses
Angular compensator for fuel oil
In 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 during operation. To satisfy correct sag in a straight-line-vertically installed hose, the distance between the
hose connections (hose installed, engine stopped)
has to be approx. 5 % shorter than the same distance of the unconnected hose (without sag).
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.
In case it is unavoidable (this is not recommended)

to connect the hose in lateral-horizontal direction
(Y-direction) the hose must be installed preferably
with a 90 arc. The minimum bending radii, specified in our drawings, are to be observed.
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
Never twist the hoses during installation. Turnable

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-corrugated hose lines are used.
Installation of steel compensators
Steel compensators are used for hot media, e. g.
exhaust gas. They can compensate movements 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 mounted engines are to be installed in vertical direction.
Supports of pipes
The flexible pipe must be installed as near as possible to the engine connection.
Example for the axial force of a compensator to be

absorbed by the pipe anchor:
Hydraulic force
= (Cross section area of the compensator) x

(Pressure of the fluid inside)
Reaction force
= (Spring rate of the compensator) x (Displacement of the comp.)
Axial force
= (Hydraulic force) + (Reaction force)
Additionally a sufficient margin has to be included

to account for pressure peaks and vibrations.
Note!
Page 5 - 6
0501-0400MA2.fm
Exhaust gas compensators are also used to

compensate thermal expansion. Therefore exhaust 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 designed only to compensate the thermal
expansions and vibrations, but not other dynamic engine movements.
E-BA

Installation of hoses
0501-0400MA2.fm
Figure 5-3
E-BA
Page 5 - 7
0501-0400MA2.fm
Page 5 - 8
E-BA

5.1.2 Condensate amount in charge air pipes and air vessels
5.1.2
Condensate amount in charge air pipes and air vessels
Water vapour content of the air

[g water / kg air]
100
Intake air
90
Charge air
pressure above
atmosphere
80
70
60
50
max. water content
of atmosphere (1 bar)
40
30
Relative
air humidity
40%
A
B
20
30%
II
10
III
0
10
Figure 5-4
15
20
25
30
35
40
Ambient air temperature [C]
45
Determining the amount of condensate:

First determine the point I of intersection in the left
side of the diagram (intake air) between the corresponding relative air humidity curve and the ambient air temperature.
0501-0300MA2.fm
35
40
45
50
55
60
65
Charge air temperature [C]
70
Diagram condensate amount
The amount of condensate precipitated from the

air can be quite large, particularly in the tropics. It
depends on the condition of the intake air (temperature, relative air humidity) in comparison to the
charge air after charge air cooler (pressure, temperature).
Secondly determine the point II of intersection in

the right side of the diagram (charge air) between
the corresponding charge air pressure curve and
the charge air temperature. Please note, that
charge air pressure as mentioned in "Section: Plan-
fJ__
30
ning data for emission standard IMO Tier II" 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 I minus the charge air
water content II is the condensate amount A which
will precipitate. If the calculations result is negative
no condensate will occur.
For an example see "Figure 5-4: Diagram condensate
amount": Intake 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 filling

of the starting air vessel just use the 30 bar curve
in a similar procedure.
Page 5 - 11

Example to determine the amount of water accumulating in the charge-air pipe

Parameter
Unit
Value
Engine output (P)
kW
9,000
kg/kWh
6.9
Ambient air condition (I):Ambient air temperature
35
Relative air humidity
80
Charge air condition (II):Charge air temperature after cooler
56
Charge air pressure (overpressure)
bar
3.0
Solution acc. to above diagram:
Unit
Value
Water content of air according to point of intersection (I)
kg of water/kg of air
0.030
Maximum water content of air according to point of intersection (II)
0.026
Parameter
Unit
Value
Volumetric capacity of tank (V)
litre
m3
3,500
3.5
Temperature of air in starting air vessel (T)
C
K
40
313
Air pressure in starting air vessel (p above atmosphere)
bar
30
Air pressure in starting air vessel (p absolute)
bar
N------
31
Specific air flow (le)
The difference between (I) and (II) is the condensed water amount (A)
A= I II = 0.030 0.026 = 0.004 kg of water/kg of air
Total amount of condensate QA:
QA= A x le x P
QA= 0.004 x 6.9 x 9,000 = 248 kg/h
Table 5-4
Determining the condensate amount in the charge air pipe
Example to determine the condensate amount in the compressed air vessel
m
Gas constant for air (R)
31 x 105
Nm ------------kgxK
287
Ambient air temperature
35
Relative air humidity
80
Weight of air in the starting air vessel is calculated as follows:

5
Table 5-5
Page 5 - 12
0501-0300MA2.fm
pV
31 10 3 5
m = ------------- = ------------------------------------ = 121 kg
287 313
RT
Determining the condensate amount in the compressed air vessel (1 of 2)
fJ__

Parameter
Unit
Value
Water content of air according to point of intersection (I)
0.030
Maximum water content of air according to point of intersection (III)
0.002
Solution acc. to above diagram:
The difference between (I) and (III) is the condensed water amount (B)
B = I III
B= 0.030 0.002 = 0.028 kg of water/kg of air
Total amount of condensate in the vessel QB:
QB = m x B
QB = 121 * 0.028 = 3.39 kg
Determining the condensate amount in the compressed air vessel (2 of 2)
0501-0300MA2.fm
Table 5-5
fJ__
Page 5 - 13
0501-0300MA2.fm
Page 5 - 14
fJ__

5.2.1 Lube oil system diagram
5.2
Lube oil system
5.2.1
Lube oil system diagram
0502-000bMCDEII.fm
Please see overleaf!
I-BB
35/44DF, 40/54, 48/60B, 48/60CR, 58/64
Page 5 - 15
Figure 5-5
Page 5 - 16
0502-000bMCDEII.fm
Lube oil system diagram Inclusive indicator filter
35/44DF, 40/54, 48/60B, 48/60CR, 58/64
I-BB
0502-000bMCDEII.fm
Figure 5-6
I-BB
Lube oil system diagram Two-stage automatic filter, without indicator filter
35/44DF, 40/54, 48/60B, 48/60CR, 58/64
Page 5 - 17

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

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

5.2.1 Lube oil system description
5.2.1
Lube oil system description
The diagrams represent the standard design of external lube oil service systems, with a combination
of engine mounted and detached, freestanding,
lube oil pump(s). Alternatively, all main lube oil
pumps can be electrically driven, when special requirements are fulfilled.
The internal lubrication of the engine and the turbocharger is provided with a force-feed lubrication
system.
The lubrication of the cylinder liners is designed as
a separate system attached to the engine but
served by the inner lubrication system. In multi-engine plants, for each engine a separate lube oil
system is required.
For dual-fuel engines (gas-diesel engines) a supplement will explain additional specific requirements.
Lube oil viscosity/quality
The lube oil specified for the diesel engine operation has to be carefully selected.
The selection is mainly affected by the used fuel
grade.
Main fuel
Lube oil type
Viscosity
class
Doped (HD) + additives
SAE 40
Base No. (BN)

6
12 mg KOH/g
MGO
12
20 mg KOH/g
MDO
12
20 mg KOH/g
30
40 mg KOH/g
Gas
(+MDO/MGO for ignition only)
HFO
0502-000aMA2.fm
Table 5-8
Medium-alkaline + additives
Depends on
sulphur content
Main fuel/lube oil type
For details see "Section 4.2: Specification for lubricating

oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels, page 4-5", "Section 4.3: Specification for lubricating oil (SAE 40) for operation on heavy
fuel oil (HFO), page 4-11" and when available "Section:
Specification for lubricating oil Dual-fuel engines".
I-BB
Page 5 - 21

T-001/Service tank
P-001/P-074/Lube oil pumps
The main purpose for the service tank is to separate air and particles from the lube oil, before being
pumped back to the engine. For the design of the
service tank the class requirements have to be
taken in consideration. For design requirements of
MAN Diesel & Turbo see "Section 5.2.4: Lube oil service tank, page 5-37".
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-001) and an electrically driven stand-by pump
(P-074) (100 % capacity).
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.
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 separate 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 filter) not exceeding
the pump suction head. A non-return flap must be
installed close to the lube oil tank in order to prevent the lube oil backflow when the engine has
been shut off. For engine mounted pumps this
non-return flap must be by-passed by a relief valve
(PSV-004, DN50) to protect the pump seals
against high pressure because of counter rotation
(during shut down).
FIL-004/Suction strainer
The suction strainer protect the lube oil pumps
against larger dirt particles that may have accumulated in the tank. It 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.
Page 5 - 22
As long as the installed stand-by pump is providing 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.
In general additional installations are to be considered for different pump arrangements:
To comply with the rules of classification societies.
To ensure continuous lube oil supply during
blackout and emergency stop for engine runout.
For required pump capacities see "Section: Planning

data for emission standard IMO Tier II".
In case of blackout with engine stop the post lubrication must be started within 50 min after the engine has stopped and must persist for minimum
10 min.
This is required to cool down the bearings of T.C.
and hot inner engine components.
0502-000aMA2.fm
H-002/Lube oil heater Single main engine
For ships with more than one main engine the

electrically driven pump can be dimensioned
smaller, to be used as a priming pump only.
I-BB

HE-002/Lube oil cooler
Dimensioning
Heat data, flow rates and tolerances are indicated
in "Section: Planning data for emission standard
IMO Tier II".
Additional contamination margin in terms of a
10 % heat transfer coefficient redundancy is to be
considered.
On the lube oil side the pressure drop shall not 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.
Type of Engine
32/40
Set point
lube oil inlet temperature
Type of temperature
control valve
Control range
lube oil inlet temperature
65 C
Wax thermostat
Set point minus 10K
(recommended)
32/44CR
48/60B, 48/60CR
55 C
51/60DF
58/64
Table 5-9
Temperature control valve
Lube oil cleaning

The cleaning of the circulating lube oil can be divided into two major functions:
Removal of contaminations to keep up the lube

oil performance.
0502-000aMA2.fm
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-001) 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.
I-BB
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 maintenance, as well as the class requirements, have to
be taken in consideration.
Page 5 - 23

Arrangement principles for lube oil filters

FIL-001/FIL-002
Depending on engine type, the number of installed
main engines in one plant and on the safety standard wanted by the customer, different arrangement principles for the filters
FIL-001/FIL-002 are possible:
Number of main
engines installed in
one plant
Plants with one or
more main engines
Plants with more than

one main engine
Engine types
32/40, 48/60B,
48/60CR, 51/60DF,
58/64
32/40 only
Automatic filter
FIL-001
Automatic filter with
by-pass
Automatic filter without by-pass

Filter design has to
be approved by
MAN Diesel &
Turbo
Second stage at
automatic filter
FIL-001
Indicator filter
(duplex filter)
FIL-002
Required, when no
indicator filter
FIL-002 installed
Required, when no
second barrier at
FIL-001
Mounted inside
automatic filter
FIL-001
Installed close to the

engine
Additionally possible,
depending on customers request
Recommended,
Not required but addiwhen no indicator filtionally possible
ter FIL-002 installed Installed close to the
Mounted inside
engine
automatic filter
FIL-001
Installed close to the

engine
Plants with one or
more main engine
Automatic filter without by-pass

mounted on the
engine
Required
Not possible
Mounted on engine,
inside automatic filter
FIL-001
Arrangement principles for lube oil filters
0502-000aMA2.fm
Table 5-10
32/44CR only
Page 5 - 24
I-BB

FIL-001/Automatic filter
The automatic back washing filter is to be installed
as a main filter. The back washing/flushing of the
filter elements has to be arranged in a way that
lube oil flow and pressure will not be affected. The
flushing discharge (oil/sludge mixture) is led to the
Type of Engine
Lube oil automatic filter FIL-001

32/44CR
Application
separator suction pipe in a divided compartment

of the service tank, which provides an efficient final
removal of deposits by the separator (see "Section
5.2.4: Lube oil service tank, page 5-37").
32/40
Single-main-engine-plant
Multi-main-engine-plant
Location of the filter
Mounted on the engine
Max. mesh width (absolute,

sphere-passing mesh)
0502-000aMA2.fm
Table 5-11
To be installed in the
external piping system
close to the engine
According to filter manufacturer

Included
Optional
Optional
Automatic filter
As state-of-the-art, automatic filter types are recommended to be equipped with an integrated

second filtration stage. This second stage protects
the engine from particles which may pass the first
stage filter elements in case of any malfunction. If
the lube oil system is equipped with a two-stage
automatic filter, additional indicator filter FIL-002
can be avoided. In 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 5-10: Arrangement principles for lube oil filters").
In 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 final installation.
Differential pressure gauges have to be installed,
to protect the filter cartridges and to indicate clog-
I-BB
0.034 mm first stage / 0.080 mm second stage
Filter surface load

Supply
32/40, 40/54,
48/60B, 48/60CR,
51/60DF, 58/64
ging condition of the filter. A high differential pressure has to be indicated as an alarm.
For filter mesh sizes and surface loads see "Table
5-11: Automatic filter".

V-001/Shut-off cock
This shut-off cock is only to be provided for singleengine plants. The cock is closed during normal
operation. In case the lube oil automatic filter
FIL-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 FIL-002 temporarily
takes over the task of the automatic filter. In 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 disturbances in backwashing do not
result in a complete failure of filtering and that the
main stream filter can be cleaned without interrupting filtering.
Page 5 - 25

FIL-002/Indicator filter
The indicator filter is a duplex filter, which must be
cleaned manually. It must be installed downstream of the automatic filter, as close as possible
to the engine. 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
Type of Engine
In case of a two-stage automatic filter, the installation of an indicator filter can be avoided. Customers who want to fulfil a higher safety level, are free
to mount an additional duplex filter close to the engine.
Lube oil indicator filter FIL-002

32/44CR
Application
welding seams can be inspected and cleaned prior to final installation.
32/40
Multi- main-engine-plant
Location of the filter
Indicator filter not

required
Indicator filter not

required
close to the engine
0.06 mm
Filter surface load
Table 5-12
Max. mesh width (absolute,

sphere-passing mesh)
Supply
32/40, 40/54,
48/60B, 48/60CR,
51/60DF, 58/64
According filter manufacturer

-
Optional
Indicator filter
The indicator filter protects the engine also in case

of malfunctions of the automatic filter. The monitoring system of the automatic filter generates an
alarm signal to alert the operating personnel. A
maintenance of the automatic filter becomes necessary. For this purpose the lube oil flow thought
the automatic filter has to be stopped. Singlemain-engine-plants can continue to stay in operation by by-passing the automatic filter. Lube oil can
still be filtrated sufficiently in this situation by only
using the indicator filter.
The drain connections equipped with shut-off fittings in the two chambers of the indicator filter returns into the leak oil tank (T-006). 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 5-12: Indicator filter".
In multi-engine-plants, where it is not possible to

by-pass the automatic filter without loss of lube oil
filtration, the affected engine has to be stopped in
this situation.
Page 5 - 26
0502-000aMA2.fm
The design of the indicator filter must ensure that

no parts of the filter can become loose and enter
the engine.
I-BB

Indication and alarm of filters

The automatic filter FIL-001, the indicator duplex
filter FIL-002 and the suction strainer
FIL-004 are equipped with local visual differential
pressure indicators. The filter FIL-001 and the filter
FIL-002 are additionally equipped with differential
pressure switches. The switches are used for prealarm 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 system.
Differential pressure between filter inlet and outlet (dp)
Automatic fil- Intermittent flushter FIL-001

ing type
(e. g. B & K 6.61)
dp switch with lower set point is active
dp switch with higher

set point is active
This dp switch has to be installed twice if an intermittent

flushing filter is used. The first switch is used for the filter
control; it will start the automatic flushing procedure.
The dp main alarm "filter failure" is generated immediately. If the main alarm is still
active after 30 min, the
engine output power will be
reduced automatically.
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.
Continuous flushing type
(e. g. B & K 6.46)
Duplex/Indicator filter
FIL-002
Table 5-13
The dp pre-alarm: "Filter is polluted" is generated immediately
(e. g. B & K 2.05)
Indication and alarm of filters
CF-001/Separator
The lube oil is intensively cleaned by separation in
the by-pass thus relieving the filters and allowing
an economical design.
The separator (clarifier) should be of the selfcleaning type. The design is to be based on a lube
oil quantity of 1.0 l/kW. This lube oil quantity
should be cleaned within 24 hours at:
HFO-operation 6 7 times
MDO-operation 4 5 times
Dual-fuel
0502-000aMA2.fm
engines
operating
on
gas
(+MDO/MGO for ignition only) 4 5 times
I-BB
The formula for determining the separator flow

rate (Q) is:
1,0 P n
24
Separator flow rate
l/h
Total engine output
kW
HFO= 7, MDO= 5, MGO= 5, Gas(+MDO/MGO for

ignition only) = 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 according to a "certified flow rate" (CFR). The separator rating stated by the manufacturer should be
Page 5 - 27

Separator equipment
The preheater H-002 must be able to heat the oil
to 95 C and the size is to be selected accordingly.
In addition to a PI-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 preheaters. In this case the size of the preheater must
be calculated with a t of 60 K.
The freshwater 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 required

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 converted accordingly. This includes the pipe connection 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 societies.
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
Page 5 - 28
observed. By spilling off exceeding lube oil quantities upstream of the major components these
components can be sized smaller. The return pipe
(spilling pipe) 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. In 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 prevent 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. It is to be
emptied into the sludge tank. The content must
not be added to the fuel. It 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. Starting and
stopping of the pump should preferably be done
automatically by float switches fitted in the tank.
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 threephase AC with pole changing).
For the cylinder lubrication MAN Diesel & Turbo
will supply a Control Unit inclusive a pump contactor, with a power consumption of about 0.5 kW for
I-BB
0502-000aMA2.fm
higher than the flow rate (Q) calculated according

to the above formula.

pump, control and heating.

This value must be doubled for V-engines, as two
Control Units (one for each row) are supplied in
one cabinet.
Withdrawal points for samples
Points for drawing lube oil samples are to be provided upstream and downstream of the filters and
the separator, to verify the effectiveness of these
system components.
Piping system
0502-000aMA2.fm
It is recommended to use pipes according to the

pressure class PN 10.
I-BB
Page 5 - 29
0502-000aMA2.fm
Page 5 - 30
I-BB

5.2.2 Prelubrication/postlubrication
5.2.3
Prelubrication/postlubrication
Prelubrication
The prelubrication oil pump must be switched on
at least 5 minutes before engine start. The prelubrication oil pump serves to assist the engine attached 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 temperature before the engine.
Engine
type
Prelubrication/postlubrication pumps Minimum needed delivery rates (m3/h)

Note!
Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 C. Consider additional external 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
Postlubrication
The prelubrication oil pumps are also to be used
for postlubrication when the engine is stopped.
0502-0300MA2.fm
Postlubrication is effected for a period of 15 min.
A-BD
32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF, 58/64
Page 5 - 31
0502-0300MA2.fm
5.2.2 Prelubrication/postlubrication
Page 5 - 32
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
J-BB

5.2.3 Lube oil outlets
5.2.3
Lube oil outlets
Lube oil drain

Two connections for oil drain pipes are located on
both ends of the engine oil sump, except for
L48/60 and L40/54 with flexible engine
mounting with one drain arranged in the middle
of each side.
For an engine installed in the horizontal position,
two oil drain pipes are required, one at the coupling end and one at the free end.
If the engine is installed in an inclined position,
three oil drain pipes are required, two at the lower
end and one at the higher end of the engine oil
sump.
The drain pipes must be kept short. The slanted
pipe ends must be immersed in the oil, so as to
create a liquid seal between crankcase and tank.
Expansion joints
At the connection of the oil drain pipes to the service tank, expansion joints are required.
Shut-off butterfly valves
If for lack of space, no cofferdam can be provided
underneath the service tank, it is necessary to install shut-off butterfly valves in the drain pipes. If
the ship should touch ground, these butterfly
valves can be shut via linkages to prevent the ingress of seawater through the engine.
0502-0500MA2.fm
Drain pipes, shut-off butterfly valves with linkages,

expansion joints, etc. are not supplied by the engine builder.
D-AF
32/40, 32/44CR, 35/44DF, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64
Page 5 - 33
0502-0500MA2.fm
Page 5 - 34
32/40, 32/44CR, 35/44DF, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64
D-AF

0502-0501MDSII.fm
Lube oil outlets Drawings
Figure 5-7
L-BA
Lube oil outlets in-line engine
48/60B, 48/60CR, 51/60 DF
Page 5 - 35
Figure 5-8
Page 5 - 36
0502-0501MDSII.fm
Lube oil outlets V-type engine
48/60B, 48/60CR, 51/60 DF
L-BA

5.2.4 Lube oil service tank
5.2.4
Lube oil service tank
The lube oil service tank is to be arranged over the

entire area below the engine, in order to ensure
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
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.
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 permanent 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 components),
and may exceed the theoretical minimum quantity
to be topped up. The low-level alarm in the service
tank is to be adjusted to a height, which ensures
that the pumps can draw in oil, free of air, at the
longitudinal inclinations given above. The position
of the oil drain pipes extending from the engine oil
sump and the oil flow in the tank are to be selected
so as to ensure that the oil will remain in the service
tank for the longest possible time for degassing.
Draining oil must not be sucked in at once.
The man holes in the floor plates inside the service
tank are to be arranged so as to ensure sufficient
flow to the suction pipe of the pump also at low
lube oil service level.
0502-0600MA2.fm
The tank has to be vented at both ends, according

to "Section: Engine supply systems Crankcase vent and
tank vent".
I-BB
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 37
Figure 5-9
Page 5 - 38
0502-0600MA2.fm
Lube oil service tank_1
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
I-BB

Lube oil service tank_2
0502-0600MA2.fm
Figure 5-10
I-BB
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 39
0502-0600MA2.fm
Page 5 - 40
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
I-BB

5.2.5 Pressure control valve
0502-1000MA2.fm
5.2.5
Figure 5-11
K-BA
Pressure control valve
Example: Pressure control valve installation
32/40, 40/54, 48/60B, 48/60CR, 58/64
Page 5 - 41
0502-1000MA2.fm
5.2.5 Pressure control valve
Page 5 - 42
32/40, 40/54, 48/60B, 48/60CR, 58/64
K-BA

5.2.6 Lube oil automatic filter
5.2.6
Example: Lube oil automatic filter
0502-0700MA2.fm
Figure 5-12
Lube oil automatic filter
E-BA
Page 5 - 43

5.2.7 Lube oil double filter
5.2.7
Example: Lube oil double filter
0502-0700MA2.fm
Figure 5-13
Lube oil double filter
Page 5 - 44
E-BA

5.2.9 Crankcase vent and tank vent
5.2.9
Crankcase vent and tank vent
Vent pipes
The vent pipes from the:
Lube oil service tank

Engine crankcase
Turbocharger
are to be arranged according to the following diagram. 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
0502-0800MGII.fm
Legend
1
Connection crankcase vent
Connection turbocharger vent
Lubricating oil service tank
Condensate trap, continuously open
D-BB
48/60B, 48/60CR, 58/64
Page 5 - 43

5.2.9 Crankcase vent and tank vent
Legend
Engine
Nominal diameter ND (mm)

B
6L, 7L48/60B, 48/60CR
100
100
65
125
8L, 9L48/60B, 48/60CR
100
100
80
125
12V, 14V48/60B, 48/60CR
100
125
100
150
16V, 18V48/60B, 48/60CR
100
125
125
200
L58/64
100
125
6L = 65; 7 9L = 80
150
0502-0800MGII.fm
Page 5 - 44
48/60B, 48/60CR, 58/64
D-BB

5.3.1 Cooling water system diagram
5.3
Water systems
5.3.1
Cooling water system diagram
0503-0000MD2.fm
Please see overleaf!
I-BB
48/60B
Page 5 - 45
Figure 5-15
Page 5 - 46
0503-0000MD2.fm
Cooling water system diagram Single engine plant
48/60B
I-BB

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

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

valve
HE-003
Cooler for HT cooling water
1P-002
Pump for HT cooling water (engine

driven)
HE-005
Nozzle cooling water cooler
2P-002
Optional pump for HT cooling water

(electrical driven)
HE-007
Diesel oil cooler
1,2P-062
Sea water pump
HE-008
Charge air cooler (stage 2)
1,2P-076
Pump for LT cooling water
HE-010
Charge air cooler (stage 1)
1,2POF-001
Shut of flap for charge air preheating

(depending on plant)
HE-022
Cooler for governor oil (depending

on plant)
POF-002
Shut off flap for charge air preheating

HE-023
Gearbox lube oil cooler
T-002
HT cooling water expansion tank
HE-024
Cooler for LT cooling water
T-075
LT cooling water expansion tank
HE-026
Freshwater generator
Drains and venting are not shown
Major cooling water engine connections

3171
HT cooling water inlet
34/71/3499
Inlet/outlet nozzle cooling
3172
Reserve (for el. driven HT pump)
4177/4187
Inlet/outlet governor cooler
3177/3181
Charge air preheating
4171/4199
Inlet/outlet charge air cooler (stage 2)
3199
Outlet HT cooling water
4184
Outlet for compressor wheel cooling
N3, N4
Inlet/outlet LT cooling water
Connections to the nozzle cooling water module

Return/feeding of engine nozzle
cooling water
0503-0000MD2.fm
N1, N2
I-BB
48/60B
Page 5 - 47

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

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

5.3.2 Cooling water system description
Cooling water system description
The diagrams showing cooling water systems for

main engines comprising the possibility of heat utilisation in a freshwater generator and equipment
for preheating of the charge air in a two-stage
charge air cooler during part load operation.
Note!
The arrangement of the cooling water system
shown here is only one of many possible solutions. It is recommended to inform MAN
Diesel & Turbo in advance in case other arrangements should be desired.
LT cooling water system

In general the LT cooling water passes through the
following components:
Stage 2 of the two-stage charge-air cooler (HE008)
Lube oil cooler (HE-002)

Nozzle cooling water cooler (HE-005)
Fuel oil cooler (HE-007)
Governor cooler (HE-022), optional
For special applications, e. g. GenSets or dual-fuel

engines, supplements will explain specific necessities and deviations.
Gear lube oil cooler (HE-023) (or e. g. alternator
For the design data of the system components

shown in the diagram see "Section 2.8: Planning data
for emission standard: IMO Tier II, page 2-77".
Other components such as, e. g., auxiliary en-
The cooling water is to be conditioned using a corrosion inhibitor, see "Section 4.9: Specification for engine cooling water, page 4-37".
LT = Low temperature
HT = High temperature
Cooler dimensioning, general

For coolers operated by seawater (not treated water), lube oil or MDO/MGO on the primary side and
treated freshwater on the secondary side, an additional safety margin of 10 % related to the heat
transfer coefficient is to be considered. If treated
water is applied on both sides, MAN Diesel &
Turbo does not insist on this margin.
In 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.
cooling in case of a diesel-electric plant)
LT cooling water cooler (HE-024)

gines (GenSets)
The system components of the LT cooling water

circuit are designed for a max. LT cooling water
temperature of 38 C with a corresponding seawater temperature of 32 C (tropical conditions).
However, the capacity of the LT cooler (HE-024) is
determined by the temperature difference between 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 IMO Tier I/IMO Tier II regulations the
set point of the temperature regulator valve (MOV016) 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
conditions).
The charge air cooler stage 2 (HE-008) and the
lube oil cooler (HE-002) are installed in series to
obtain a low delivery rate of the LT cooling water
pump (P-076).
High performing turbochargers lead to a high temperature at the compressor wheel. To limit these
temperatures, the compressor wheel casing (HE034) is cooled by a low LT water flow. The outlet
(4184) is to be connected separately to the LT expansion tank in a steady rise.
Page 5 - 50
48/60B
I-BB
0503-0000MD2.fm
5.3.2

P-076/LT cooling water pump
MOV-016/LT cooling water temperature regulator
The delivery rates of the service and standby

pump are mainly determined by the cooling
This is a motor-actuated three-way regulating

valve with a linear characteristic. It is to be installed
as a mixing valve. It maintains the LT cooling water
at set-point temperature, which is 32 C.
water required for the charge-air cooler stage 2

and the other coolers.
For operating auxiliary engines (GenSets) 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 mixing
valve.
It serves two purposes:
1. In engine part load operation the charge air
cooler stage 2 (HE-008) is partially or completely by-passed, so that a higher charge air
temperature is maintained.
2. The valve reduces the accumulation of condensed water during engine operation under
tropical conditions by regulation of the charge
air temperature. Below a certain intake air temperature the charge air temperature 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 pressure 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 2.8: Planning data for emission
standard: IMO Tier II, page 2-77". For the description
of the principal design criteria see "Paragraph: Cooler
dimensioning, general, page 5-50".
0503-0000MD2.fm
HE-024/LT cooling water cooler

For heat data, flow rates and tolerances of the
heat sources see "Section 2.8: Planning data for emission standard: IMO Tier II, page 2-77". For the description of the principal design criteria for coolers see
"Paragraph: Cooler dimensioning, general, page 5-50".
I-BB
The three-way valve is to be designed for a pressure loss of 0.3 0.6 bar. It is to be equipped with
an actuator with normal positioning speed (high
speed not required). The actuator must permit
manual emergency adjustment.
Caution!
For engine operation with reduced NOx emission, according to IMO Tier I/IMO Tier II requirement, at 100 % engine load and a
seawater
temperature
of
25 C
(IMO Tier I/IMO Tier II reference temperature),
an LT cooling water temperature of 32 C before charge air cooler stage 2 (HE-008) is to be
maintained.
Fil-021/Strainer
In order to protect the engine and system components, 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. It is cooled down by LT
cooling water via the nozzle cooling watercooler
(HE-005). For heat data, flow rates and tolerances
see "Section 2.8: Planning data for emission standard:
IMO Tier II, page 2-77". For the description of the
principal design criteria for coolers see "Paragraph:
Cooler dimensioning, general, page 5-50". For plants
with two main engines only one nozzle cooling water cooler
(HE-005) is needed. As an option a compact nozzle-cooling module (MOD-005) can be delivered,
see "Section 5.3.9: Nozzle cooling water module, page
5-73". For plants with two main engines only one
nozzle-cooling module is required.
48/60B
Page 5 - 51

HE-007/MDO/MGO cooler
HT Cooling water circuit
This cooler is required to dissipate the heat of the

fuel injection pumps during MDO/MGO operation.
For the description of the principal design criteria
for coolers see "Paragraph: Cooler dimensioning, general, page 5-50". For plants with more than one engine, connected to the same fuel oil system, only
one MDO/MGO cooler is required.
General
HE-022/Oil cooler for speed governor
Heat utilisation, e. g. freshwater generator
This cooler is required to dissipate the heat in the

hydraulic oil system of the engine speed governor.
The cooler is attached to the governor (attached
on the engine) and is supplied by MAN Diesel &
Turbo. Data for required LT-cooling water:
Cooling capacity 5.0 kW

LT cooling water flow rate 1.0 m3/h
Note!
Not all types of speed governors need to be
water-cooled.
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.
In case of twin-engine plants with a common cooling water system, the tank capacity should be by
approx. 50 % higher. The tanks T-075 and T-002
should be arranged side by side to facilitate installation. In any case the tank bottom must be installed above the highest point of the LT system at
any ship inclination. For the recommended installation height see "Table 2-28: Service tanks capacity".
Charge air cooler stage 1 (HE-010)

Cylinder cooling
HT cooler (HE-003)
(HE-026)
HT cooling water preheater (H-020)

The HT cooling water pumps can be either of engine-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 required for each engine. The
total cooler and pump capacities are to be adapted accordingly.
The shipyard is responsible for the correct cooling
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 requirement, 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 60 C.
For the total heating power required for preheating
the HT cooling water from 10 C to 60 C within 4
hours see "Table 5-13: Heating power".
0503-0000MD2.fm
The expansion pipe shall connect the tank with the

suction side of the pump(s), as close as possible.
It is to be installed in a steady rise to the expansion
tank, without any air pockets. Minimum required
diameter is DN 40 for L-engines and DN 50 for
V-engines.
The HT cooling water system consists of the following coolers and heat exchangers:
Page 5 - 52
48/60B
I-BB

Engine type
32/40
32/44CR
48/60B
48/60CR
51/60DF
58/64
L+V
L+V
14
18
Min. heating power

(kW/cylinder)
Table 5-13
An electrically driven pump becomes necessary to

circulate the HT cooling water during preheating.
For the required minimum flow rate see "Table 5-14:
Minimum flow rate during preheating and post-cooling".
Numbers of
cylinders
Minimum flow rate required during

preheating and post-cooling
m3/h
Heating power
These values include the radiation heat losses

from the outer surface of the engine. Also a margin
of 20 % for heat losses of the cooling system has
been considered.
A secondary function of the preheater is to provide
heat capacity in the HT cooling water system during engine part load operation. This is required for
marine plants with a high freshwater requirement,
e. g. on passenger vessels, where frequent load
changes are common. It is also required for arrangements with an additional charge air preheating by deviation of HT cooling water to the charge
air cooler stage 2 (HE-008). In this case the heat
output of the preheater is to be increased by approx. 50 %.
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
12V
14.4
28
14V
16.8
30
16V
19.2
30
18V
21.6
30
20V
24.0
Table 5-14
Minimum flow rate during preheating and

post-cooling
The preheating of the main engine with cooling

water from auxiliary engines is also possible, provided that the cooling water is treated in the same
way. In that case, the expansion tanks of the two
cooling systems have to be installed at the same
level. Furthermore, it must be checked whether
the available heat is sufficient for preheating the
main engine. This depends on the number of auxiliary engines in operation and their load. It is recommended to install a separate preheater for the
main engine, as the available heat from the auxiliary engines may be insufficient during operation in
the port.
0503-0000MD2.fm
As an option MAN Diesel & Turbo can supply a

compact preheating module (MOD-004). One
module for each main engine is required.
I-BB
48/60B
Page 5 - 53

The freshwater generator must be switched off automatically when the cooling water temperature at
the engine outlet drops below 88 C.
For a stable control mode, the following boundary

conditions must be observed when designing the
HT freshwater system:
The temperature sensor is to be installed in the
supply pipe to stage 1 of the charge-air cooler.

To ensure instantaneous measurement of the
mixing temperature of the three-way mixing
valve, the distance to the valve should be 5 to
10 times the pipe diameter.
This will prevent operation of the engine at too low

temperatures.
HE-003/HT cooling water cooler

For heat data, flow rates and tolerances of the
heat sources see "Section 2.8: Planning data for emission standard: IMO Tier II, page 2-77". For the description of the principal design criteria for coolers see
"Paragraph: Cooler dimensioning, general, page 5-50".
The three-way valve (MOV-002) is to be installed as a mixing valve. It is to be designed for

a pressure loss of 0.3 0.6 bar. It is to be
equipped with an actuator of high positioning
speed. The actuator must permit manual emergency adjustment.
HT temperature control
The HT temperature control system consists of the
following components:
The pipes within the system are to be kept as
short as possible in order to reduce the dead

times of the system, especially the pipes between the three-way mixing valve and the inlet
of the charge-air cooler stage 1 which, are critical for the control.
The temperature controllers are available as
software functions inside the Gateway Module

of SaCoSone. The temperature controllers are
operated by the displays at the operating panels as far as it is necessary. From the Interface
Cabinet the relays actuate the control valves.
1 electrically activated three-way mixing valve
The same system is required for each engine, also

for multi-engine installations with a common HT
freshwater system.
1 temperature sensor TE, directly downstream
In case of a deviating system layout, MAN Diesel &

Turbo is to be consulted.
with linear characteristic curve (MOV- 002)
of the three-way mixing valve in the supply pipe

to charge-air cooler stage 1 (for EDS visualisation and control of preheater valve)
1 temperature sensor TE, directly downstream

of the engine outlet
It 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 excessive thermal load.
For adjusting the outlet water temperature (constantly to 90 C) to engine load and speed, the
cooling water inlet temperature is controlled. The
electronic water temperature controller recognizes
deviations by means of the sensor at the engine
outlet and afterwards corrects the reference value
accordingly.
The electronic temperature controller is in-
stalled in the switch cabinet of the engine room.
Page 5 - 54
P-002/HT cooling water pumps

As an option the engine is available with an attached (engine driven) 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.
It is required to cool down the engine for a period
of 15 minutes after shut down. For this purpose
the standby pump can be used. In the case that
neither an electrically driven HT cooling water
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 applicable by the
classification rules), it is possible to cool down the
engine by the separate small preheating pump,
see "Table 5-14: Minimum flow rate during preheating
and post-cooling", or if the optional preheating unit
48/60B
I-BB
0503-0000MD2.fm
HE-026/Freshwater generator

(MOD-004) with integrated 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-priming
centrifugal pump.
Design flow rates should not be exceeded by
more than 15 % to avoid cavitation in the engine
and its systems. A throttling orifice is to be fitted
for adjusting the specified operating point.
FSH-002/Condensate monitoring tank

(not indicated in the diagram)
Only for acceptance by Bureau Veritas:
The condensate deposition in the charge air cooler is drained via the condensate monitoring tank.
A level switch releases an alarm when condensate
is flooding the tank.
T-002/HT cooling water expansion tank

The expansion tank compensates changes in system volume and losses due to leakages. It is to be
arranged in such a way, that the tank bottom is situated above the highest point of the system at any
ship inclination. For the required volume of the
tank, the recommended installation height and the
diameter of the connection pipe, see "Table 2-28:
Service tanks capacity".
Tank equipment:
Sight glass for level monitoring

Low-level alarm switch
Overflow and filling connection
Inlet for corrosion inhibitor
0503-0000MD2.fm
The expansion pipe shall connect the tank with the

suction side of the pump(s), as close as possible.
It is to be installed in a steady rise to the expansion
tank, without any air pockets. Minimum required
diameter is DN 40 for L-engines and DN 50 for
V-engines.
I-BB
48/60B
Page 5 - 55
0503-0000MD2.fm
Page 5 - 56
48/60B
I-BB

5.3.3 Advanced HT cooling water system for increased freshwater generation
5.3.3
Advanced HT cooling water system for increased freshwater generation
Traditional systems
General Requirements, LT System
The cooling water systems presented so far, demonstrate a simple and well proven way to cool
down the engines internal heat load.
General requirements for cooling water systems

and components concerning the LT system stay
the same like for the cooling water systems mentioned before.
Traditionally, stage 1 charge air cooler and cylinder

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 temperature 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 internal design of the cylinder jacket.
As one result of this traditional set-up, the possible
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 advanced
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 cooling
water flow can be more than doubled.
Note!
The arrangement of the cooling water system
shown here is only one of many possible solutions. It is recommended to inform MAN
Diesel & Turbo in advance in case other arrangements should be desired.
HT cooling water circuit
Following the advanced design, components for
the cylinder cooling will not differ from the traditional 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: Planning data for emission
standard IMO Tier II" and have to be cleared in advance with MAN Diesel & Turbo.
Common inlet temperature for both circles is e.g.

about 78 C, the mixed outlet temperature can
reach up to 94 C.
0503-0900MDA2.fm
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 recovery components at high temperature levels, like
e.g. fresh water generators for cruise vessels or
other passenger ships.
K-BB
48/60B, 48/60CR
Page 5 - 57
Figure 5-18
Page 5 - 58
0503-0900MDA2.fm
Advanced HT cooling water system for increased fresh water generation
48/60B, 48/60CR
K-BB

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

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

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

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

valve
HE-003
Cooler for HT cooling water
1P-002
Pump for HT charge air cooling water
HE-005
2P-002
Pump for HT cylinder cooling water
HE-007
Diesel oil cooler
1,2P-062
Sea water pump
HE-008
Charge air cooler (Stage 2)
1,2P-076
Pump for LT cooling water
HE-010
Charge air cooler (Stage 1)
1,2POF-001

HE-023
Gearbox lube oil cooler
POF-002

HE-024
Cooler for LT cooling water
T-002
HT cooling water expansion tank
HE-026
Fresh water generator
T-075
LT cooling water expansion tank
Major cooling water engine connections

3171
Inlet cylinder cooler pump
4177
Stand-by pump charge air cooler
3177
Stand-by pump cylinder cooling
4171, 4199
Inlet charge air cooler (Stage 2)
3199
Outlet HT cylinder cooling water
3179, 4179
Inlet pre-heating
3471, 3499
Inlet/outlet nozzle cooling
4184
Outlet for compressor wheel cooling
4173
Inlet charge air cooler pump (Stage 1)
4197
Inlet charge air cooler (Stage 1)
N3, N4
Inlet/outlet LT cooling water
Drains and ventings are not shown.

Connection to the nozzle cooling module
Return/feeding of engine nozzle cooling
water
0503-0900MDA2.fm
N1, N2
K-BB
48/60B, 48/60CR
Page 5 - 59
0503-0900MDA2.fm
Page 5 - 60
48/60B, 48/60CR
K-BB

5.3.4 Cooling water collecting and supply system
5.3.4
Cooling water collecting and supply system
T-074/Cooling water collecting tank (not indicated in

the diagram)
The tank is to be dimensioned and arranged in
such a way that the cooling water content of the
circuits of the cylinder, turbocharger and nozzle
cooling systems can be drained into it for maintenance purposes.
This is necessary to meet the requirements with
regard to environmental protection (water has
been treated with chemicals) and corrosion inhibition (re-use of conditioned cooling water).
P-031/Transfer pump (not indicated in the diagram)
0503-0200MA2.fm
The content of the collecting tank can be discharged into the expansion tanks by a freshwater
transfer pump.
G-AJ
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 63
0503-0200MA2.fm
5.3.4 Cooling water collecting and supply system
Page 5 - 64
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
G-AJ

5.3.5 Miscellaneous items
5.3.5
Miscellaneous items
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 local
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 lowest
points.
Cooling water pipes are to be designed according
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 freshwater supply line
from the sanitary system to the turbine washing
equipment and two dirty-water drain pipes via a
funnel (for visual inspection) 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.
Sea water pump

A self-priming service and standby pump, and a
harbor pump for the diesel GenSets must be installed. 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:
Q
t2 t1 cp 1000
Delivery volume
m/h
Total heat to be dissipated
kJ/h
t2 t1 Temperature difference
cp
specific heat
C
4.2 kJ/kg.K
The maximum permissible seawater temperature

also depends on the type (plates or tubes) and the
corrosion resistance of the coolers and has to be
specified by the cooler manufacturer.
We recommend that a seawater outlet temperature of 48 C is not exceeded.
Sea water filters
It 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 dredges operating
predominantly in sandy waters, a mesh size of
0.3 0.5 mm is recommended.
0503-0300MA2.fm
The compressor washing equipment is completely

mounted on the turbocharger and is supplied with
freshwater from a small tank.
For further information see the turbocharger

project guide. You can also find the latest updates
on our website www.mandieselturbo.com
under:"Turbomachinery > Turbocharger > Axial
Flow > TCA Series" and "Turbomachinery >
Turbocharger > Radial Flow > TCR Series".
G-BA
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 65
0503-0300MA2.fm
5.3.5 Miscellaneous items
Page 5 - 66
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
G-BA

5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device
5.3.6
Cleaning of charge air cooler (built-in condition) by a ultrasonic device
The cooler bundle can be cleaned without being

removed. Prior to filling with cleaning solvent, the
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 & I).
All piping dimensions execute in DN 80.
Designation
Manufacturer
Aquabreak PX
Unitor Ship Service AS

Mastemyr
N-1410 Kolbotn/Norway
Environclean
Mastemyr
When contamination with oil, fill the charge air

cooler casing with freshwater and a liquid
washing-up additive.
Input the sono pusher after addition of the

cleaning agent in default dosing portion.
N-1410 Kolbotn/Norway
Enviromate 2000
to fill in and to drain).
The contaminated water must be cleaned after

every sequence and must be drained into the dirty
water collecting tank.
Drew Chemical Corp.

Boonton
New Jersey/USA
Eskaphor N6773
Haug Chemie GmbH

Breite Seite 14 16
Flushing with freshwater (Quantity: approx. 2x
Increase in differential pressure1)
Unitor Ship Service AS
74889 Sinsheim/Germany
Table 5-18
Recommended cleaning medium
Degree of fouling
Cleaning period (guide value)
< 100 mm WC
Hardly fouled
Cleaning not required
100 200 mm WC
Slightly fouled
approx. 1 hour
200 300 mm WC
Severely fouled
approx. 1.5 hour
> 300 mm WC
Extremely fouled
approx. 2 hour
Table 5-19
Degree of fouling of the charge-air cooler
1) Increase
in differential pressure = actual condition New condition

(mm WC = mm water column).
Note!
When using the cleaning agents:
The instructions of the manufacturers must be
observed.
The waste disposal instructions of the manufacturers must be observed.

Follow all terms and conditions of the Classification Societies.
0503-1100MA2.fm
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 inflammable), to
be at 10 C lower than the respective flash
point.
bJ__
Page 5 - 67

5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device
Figure 5-20
Principle layout
Legend
1
Installation ultrasonic cleaning
Firehose with sprag nozzle
Firehose
Dirty water collecting tank1)
Ventilation
Isolation with blind flanges
1) Required
0503-1100MA2.fm
size of dirty water collecting tank:

Volume at the least 4-multiple charge air cooler volume.
Page 5 - 68
bJ__

5.3.7 Turbine washing device, HFO-operation
0503-1200MA2.fm
5.3.7
Figure 5-21
L-AJ
Turbine washing device, HFO-operation
Cleaning turbine
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64
Page 5 - 69
0503-1200MA2.fm
5.3.7 Turbine washing device, HFO-operation
Page 5 - 70
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64
L-AJ

5.3.8 Nozzle cooling system and diagram
5.3.8
Nozzle cooling system and diagram
General
In HFO operation, the nozzles of the fuel injection
valves are cooled by freshwater circulation, therefore a nozzle cooling water system is required. It 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 corrosion inhibitor according
to MAN Diesel & Turbo specification see "Section
4.9: Specification for engine cooling water, page 4-31".
Note!
In diesel engines designed to operate prevalently on HFO the injection valves are to be
cooled during operation on HFO. In the case of
MGO or MDO operation exceeding 72 h, the
nozzle cooling is to be switched off and the
supply line is to be closed. The return pipe,
however, has to remain open.
In diesel engines designed to operate exclusively on MGO or MDO (no HFO operation possible), nozzle cooling is not required. The
nozzle cooling system is omitted.
In dual-fuel engines (liquid fuel and gas) the
nozzles are to be cooled according to the engine design.
P-005/Cooling water pump
If there is not enough room to install the tank at the

prescribed height, an alternative pressure system
of modular design is available, permitting installation at the engine room floor level next to the engine (see system drawing overleaf).
The system is to be closed with an over-/underpressure 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.
If 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-expansion elements regulates the flow through the
cooler to reach the required inlet temperature of
the nozzle cooling water. It has a regulating range
from approx. 50 C (valve begins to open the pipe
from the cooler) to 60 C (pipe from the cooler
completely open).
The centrifugal (non self-priming) pump discharges the cooling water via cooler HE-005 and the
strainer FIL-021 to the header pipe on the engine
and then to the individual injection valves. From
here, it is pumped through a manifold into the expansion tank from where it returns to the pump.
FIL-021/Strainer
One system can be installed for two engines.
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.
T-076/Expansion tank
TE/Temperature sensor
0503-040aMA2.fm
For the installation height above the crankshaft

centreline see "Section: Planning data for emission
standard IMO Tier II".
To protect the nozzles for the first commissioning

of the engine a strainer has to be provided. The
mesh size is 0.25 mm.
L-BA
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64
Page 5 - 71
Figure 5-22
Page 5 - 72
0503-040aMA2.fm
Nozzle cooling system
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64
L-BA

Legend
Diesel engine
T-076
Nozzle cooling water expansion tank
FIL-021
Strainer, cooling water system, for commissioning
TCV-005
Temperature control valve for nozzle cooling water
HE-005
FBV-020
Flow balancing valve
P-005
Nozzle cooling water pump
3471
Nozzle cooling water inlet
P-031
Filling pump
3495
Nozzle cooling water drain
T-039
Cooling water storage tank
3499
Nozzle cooling water outlet
0503-040aMA2.fm
D-001
L-BA
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64
Page 5 - 73
0503-040aMA2.fm
Page 5 - 74
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64
L-BA

5.3.9 Nozzle cooling water module
5.3.9
Nozzle cooling water module
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 cooling water is pumped from the service tank through
a heat exchanger and to the fuel injection nozzles.
The return pipe is routed back to the service tank,
via a sight glass. Through the sight glass, the 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 nozzles is kept constant. The
performance of the service pump is monitored
within the module by means of a flow switch. If required, the optional standby pump integrated in
the module, is started.
Throughput 0.8 10.0 m/h nozzle cooling water,
suitable for cooling of all number of cylinders of the
engine types 32/40 58/64 and single/ double
engine plants.
0503-0500MA2.fm
Required flow rates for the respective engine types

and number of cylinders see "Section: Planning data
for emission standard IMO Tier II".
I-BB
32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 75

Example: Compact nozzle cooling water module
0503-0500MA2.fm
Figure 5-23
Page 5 - 76
32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
I-BB
0503-0500MA2.fm
Figure 5-24
I-BB
32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 77

Legend
Diesel engine
T-076
Nozzle cooling water expansion tank
FIL-021
Strainer for commissioning
TCV-005
Temperature control valve for nozzle

cooling water
HE-005
3471
Nozzle cooling water inlet
MOD-005
3495
Nozzle cooling water drain
P-005
Nozzle cooling water pump
3499
Nozzle cooling water outlet
T-039
Cooling water storage tank
0503-0500MA2.fm
D-001
Page 5 - 78
32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
I-BB

5.3.10 Preheating module
5.3.10
Example: Compact preheating cooling water module
0503-0800MA2.fm
Figure 5-25
Preheating module
E-BA
Page 5 - 79
0503-0800MA2.fm
5.3.10 Preheating module
Page 5 - 80
E-BA
0504-0000MA2.fm
5.4.1 Marine diesel oil (MDO) treatment system
5.4
Fuel oil system
5.4.1
Marine diesel oil (MDO) treatment system
Figure 5-25
D-AF
MDO treatment system
Page 5 - 79

5.4.1 Marine diesel oil (MDO) treatment system
Legend
MDO separator
P-073
MDO supply pump
H-019
MDO preheater
T-015
MDO storage tank
MDO-008
Fuel module
T-021
Sludge tank
P-008
Diesel oil supply pump
1, 2 T-003
MDO service tank
P-057
Diesel oil filling pump
0504-0000MA2.fm
CF-003
Page 5 - 80
D-AF

5.4.2 Marine diesel oil (MDO) supply system for diesel engines
0504-0200MA2.fm
5.4.2
Figure 5-26
B-BA
Marine diesel oil (MDO) supply system for diesel engines
Fuel supply (MDO) Single engine plant
32/40, 32/44CR, 40/54, 48/60B, 58/64
Page 5 - 81

Legend
D-001
Diesel engine
1,2 T-003
MDO service tank
FIL-003
Automatic filter
T-006
FIL-011
Stand-by filter
T-015
Diesel oil storage tank
FSH-001
Leakage fuel oil monitoring tank
T-021
Sludge tank
HE-007
MDO cooler
5271
MDO inlet
PCV-008
Pressure retaining valve
5293
Leakage fuel pipe from supervising
1,2 P-008
Supply pumps
5294
Leakage fuel drain
1,2 STR-010
Strainer
5299
MDO outlet
Note!
0504-0200MA2.fm
Engines 32/44CR, 58/64 and L48/60B: FSH-001 attached on the engine, 5293 downstream of FSH-001.
Page 5 - 82
32/40, 32/44CR, 40/54, 48/60B, 58/64
B-BA
0504-0200MA2.fm
Figure 5-27
B-BA
Fuel supply (MDO) Twin engine plant
32/40, 32/44CR, 40/54, 48/60B, 58/64
Page 5 - 83

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

5.4.3 Heavy fuel oil (HFO) treatment system
5.4.3
Heavy fuel oil (HFO) treatment system
A prerequisite for safe and reliable engine operation with a minimum of servicing is a properly designed and well-functioning fuel oil treatment
system.
The schematic diagram shows the system components required for fuel treatment for HFO.
Bunker
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.
The transfer pump discharges fuel from the bunkers into the settling tanks. Being a screw pump,
it handles the fuel gently, thus prevent water being
emulsified in the fuel. Its capacity must be sized so
that complete settling tank can be filled in
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 (V) to be provided is:
0504-0300MA2.fm
The supply of heat should be automatically controlled, depending upon the fuel oil temperature.
Agitation of the sludge due to heating, the heat-
ing coils should be arranged at a sufficient distance from the tank bottom.
The formation of asphaltene, the fuel oil temperature should not be allowed to exceed
75 C.
The formation of carbon deposits on the heat-
P-038/Transfer pump
5.7 P
1000
V Minimum volume . . . . . . . . . . . . . . . . . . . m
P Engine rating . . . . . . . . . . . . . . . . . . . . . . kW
B-BA
The heating surfaces should be so dimensioned

that the tank content can be evenly heated to
75 C within 6 to 8 hours.
In order to avoid:
Fuel compatibility problems are avoidable if mixing

of newly bunkered fuel with remaining fuel can be
prevented by a suitable number of bunkers.
Tank heating
ing surfaces, the heat transferred per unit surface must not exceed 1.1 W/cm.
Design
The tank is to be fitted with baffle plates in longitudinal and transverse direction in order to reduce
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 10), are to be provided at the lowest point. Tanks reaching to the
ship hull must be heat loss protected by a cofferdam. The settling tank is to be insulated against
thermal losses.
Sludge must be removed from the settling tank
before the separators draw fuel from it.
T-021/Sludge tank
If disposal by an incinerator plant is not planned,
the tank has to be dimensioned so that it is capable to absorb all residues which accumulate during the operation in the course of a maximum
duration of voyage. In 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
32/40, 48/60B, 58/64
Page 5 - 85

P-015/Heavy fuel supply pump
Size
The supply pumps should preferably be of the

free-standing type, i. e. not mounted on the separator, as the delivery volume can be matched better to the required throughput.
The separators are dimensioned in accordance

with the separator manufacturers' guidelines.
The required flow rate (Q) can be roughly determined by the following equation:
H-008/Preheater for HFO
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
P be
Separator flow rate
l/h
Engine rating
kW
be
Fuel consumption (see below) g/kWh
Density at separating temp.
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 cleaning
effect with the separator plant as installed.
The piping of both separators is to be arranged in
accordance with the makers advice, preferably 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 freshwater supplied must be treated as specified by the separator supplier.
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 according to a "certified flow rate" (CFR). The separator rating stated by the manufacturer should be
higher than the flow rate (Q) calculated according
to the above formula.
By means of the separator flow rate which was determined in this way, the separator type, depending on the fuel viscosity, is selected from the lists
of the separator manufacturers.
For determining the maximum fuel consumption
(be), 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 provided upstream and downstream of each separator, to verify the effectiveness of these system
components.
Page 5 - 86
32/40, 48/60B, 58/64
B-BA
0504-0300MA2.fm
To reach the separating temperature a preheater

matched to the fuel viscosity has to be installed.
0504-0300MA2.fm
Figure 5-28
B-BA
HFO treatment system
32/40, 48/60B, 58/64
Page 5 - 87

Legend
Heavy fuel separator (1 service, 1
standby)
1, 2 P-018
Heavy fuel transfer pump
1, 2 H-008
Heavy fuel preheater
1, 2 T-016
Settling tank for heavy fuel oil
MDO-008
Fuel oil module
T-021
Sludge tank
1, 2 P-015
Heavy fuel oil supply pump
1, 2 T-022
Service tank for heavy fuel oil1 2 CF002
0504-0300MA2.fm
1, 2 CF-002
Page 5 - 88
32/40, 48/60B, 58/64
B-BA

5.4.4 Heavy fuel oil (HFO) supply system
5.4.4
Heavy fuel oil (HFO) supply system
To ensure that high-viscosity fuel oils achieve the

specified injection viscosity, a preheating temperature is necessary, which may cause degassing
problems in conventional, pressureless systems.
Injection
viscosity1)
Temperature after
final preheater
Evaporation
pressure
Required system
pressure
mm/s
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
Fuel
mm/50 C
Table 5-17
1)
Injection viscosity and temperature after final preheater
For fuel viscosity depending on fuel temperature please see "Section 4.8: Viscosity-temperature diagram (VT diagram), page 4-35".
The indicated pressures are minimum requirements due to the fuel characteristic. Nevertheless,
to meet the required fuel pressure at the engine inlet (see "Section: Planning data for emission standard
IMO Tier II"), the pressure in the mixing tank and
booster circuit becomes significant higher as indicated in this table.
T-022/Heavy fuel oil service tank
0504-0400MA2.fm
A remedial measure is adopting a pressurised system in which the required system pressure is 1 bar
above the evaporation pressure of water.
The heavy fuel oil cleaned in the separator is

passed to the service tank, and as the separators
are in continuous operation, the tank is always
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 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.
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 addition
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 overflow pipe
from the MDO/MGO service tank
T-003 to the MDO/MGO storage tank T-015.
The sludge must be drained from the service tank

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

CK-002/Three way valve

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 remote indication and suppression of alarms from the viscosity measuring and control system during
MDO/MGO operation.
The delivery height of the supply pump shall be selected according to the required system pressure
(see "Table 5-17: Injection viscosity and temperature after final preheater") the required pressure in the mixing tank and the resistance of the automatic filter,
flow meter and piping system.
STR-010/Y-type strainer
To protect the feed pumps, an approx. 0.5 mm
gauge (sphere-passing mesh) 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.
QP1 = P1 x brISO x f4
Required supply pump delivery capacity with HFO at 90 C:
Engine output at 100 % MCR:
Specific engine fuel consumption (ISO)
at 100 % MCR
Factor for pump dimensioning
QP1
l/h
P1
kW
brISO
g/kWh
f4
l/g
For diesel engines operating on main

fuel HFO:
f4 = 2.00 x 103
For diesel engines installed in
dredges operating on main fuel HFO:
f4 = 2.02 x 103
Note!
The factor f4 includes the following parameters:
160 % fuel flow
Main fuel: HFO 380 mm2/50 C
Attached lube oil and cooling water pumps
Tropical conditions
Realistic lower heating value
Specific fuel weight at pumping temperature
Tolerance
Table 5-18
Page 5 - 90
0504-0400MA2.fm
In case more than one engine is connected to the

same fuel system, the pump capacity has to be
increased accordingly.
Simplified supply pump dimensioning
32/40, 48/60B, 58/64
J-BB

Conventional fuel injection

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

Engines with conventional fuel injection system:
Design delivery height 7.0 bar, design output pressure 7.0 bar g.
Fil-003/Automatic filter
Only filters have to be used, which cause no pressure drop in the system during flushing.
Conventional fuel
injection system
32/40,
48/60B,
58/64
Engines common rail injection system: Design

delivery height 8.0 bar, design output pressure
8.0 bar g.
HE-025/Finned-tube cooler
Filter mesh width (mm)
0.034
If no fuel is consumed in the system while the

pump is in operation, the finned-tube cooler prevents excessive heating of the fuel.
Its cooling surface must be adequate to dissipate
the heat that is produced by the pump to the ambient air.
Design pressure
PN10
PCV-009/Pressure limiting valve
Table 5-20
Required filter mesh width (sphere passing

mesh)
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 engine).
This valve is used for setting the required system

pressure and keeping it constant.
It returns in the case of
engine shutdown 100 %, and of

engine full load 37.5 %
0504-0400MA2.fm
of the quantity delivered by the supply pump back

to the pump suction side.
J-BB
32/40, 48/60B, 58/64
Page 5 - 91

T-011/Mixing tank
The mixing tank compensates pressure surges
which occur in the pressurised part of the fuel system. For this purpose, there has to be an air cushion in the tank. As this air cushion is exhausted
during operation, compressed air (max. 10 bar)
has to be refilled via the control air connection from
time to time.
Before prolonged shutdowns the system is
changed over to MDO/MGO operation. The tank
volume shall be designed to achieve gradual 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 classification society in
question.
The expected operating pressure in the mixing
tank depends on the required fuel oil pressure at
the inlet (see "Section: Planning data for emission standard IMO Tier II" and the pressure losses of the installed components and pipes).
system
32/40,
48/60B, 58/64
bar
Required max. fuel pressure at engine inlet
8.00
Pressure difference between fuel inlet and outlet engine
2.00
Pressure loss of the fuel return pipe between engine outlet and mixing tank
inlet, e. g.
0.30
Pressure loss of the flow balancing valve (to be installed only in multi-engine
plants, pressure loss approx. 0,5 bar)
0.00
Operating pressure in the mixing tank
5.70
Table 5-21
Example for the determination of the expected operating pressure of the mixing tank
Page 5 - 92
32/40, 48/60B, 58/64
0504-0400MA2.fm
This example demonstrates, that the calculated

operating pressure in the mixing tank is (for all HFO
viscosities) higher than the min. required fuel pressure (see "Table 5-17: Injection viscosity and temperature after final preheater").
J-BB

P-003/Booster pumps
To cool the engine mounted high pressure injection pumps, the capacity of the booster pumps
has to be at least 300 % of maximum fuel oil consumption at injection viscosity.
QP2 = P1 x brISO x f5
Required booster pump delivery
capacity with HFO at 145 C:
Engine output at 100 % MCR:
at 100 % MCR
Factor for pump dimensioning
QP2
l/h
P1
kWh
brISO
g/kWh
f5
l/g
For diesel engines operating on main

fuel HFO:
f5 = 3.90 x 103
For diesel engines installed in
dredges operating on main fuel HFO:
f5 = 3.94 x 103
Note!
The factor f5 includes the following parameters:
300 % fuel flow at 100 % MCR
Main fuel: HFO 380 mm2/50 C
Attached lube oil and cooling water pumps
Tropical conditions
Realistic lower heating value
Specific fuel weight at pumping temperature
Tolerance
same fuel system, the pump capacity has to be
Table 5-22
Simplified booster pump dimensioning
0504-0400MA2.fm
The delivery head of the booster pump is to be adjusted to the total resistance of the booster system.
J-BB
32/40, 48/60B, 58/64
Page 5 - 93


system
32/40,
48/60B, 58/64
bar
Pressure difference between fuel inlet and outlet engine
2.00
Pressure loss of the flow balancing valve (to be installed only in multi-engine
plants, pressure loss approx. 0.5 bar)
0.00
Pressure loss of the pipes, mixing tank engine mixing tank, e. g.
0.50
Pressure loss of the final preheater max.
0.80
Pressure loss of the indicator filter
0.80
Operating delivery height of the booster pump
4.10
Table 5-23
Example for the determination of the expected operating delivery height of the booster pump
It is recommended to install booster pumps designed 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 determined on the basis of the injection temperature 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.
VI-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 injection.
Fil-013/Duplex filter
This filter is to be installed upstream of the engine
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. If
the filter elements are removed for cleaning, the filter chamber must be emptied. This prevents the
dirt particles remaining in the filter casing 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
Filter mesh width (mm)
0.034
Design pressure
PN16
Required filter mesh width (sphere passing mesh)

0504-0400MA2.fm
Table 5-24
Page 5 - 94
32/40, 48/60B, 58/64
J-BB

Engine Type
Attached on
the engine
To be installed in
the plant close
to the engine
L32/40
V32/40
L48/60B
V48/60B
58/64
Table 5-25
Leakage fuel
monitoring
tanks
attached on
the engine
Leakage fuel monitoring tanks to be

installed in the plant
close to the engine
L32/40
V32/40
L48/60B
V48/60B
58/64
Position of the duplex filter
Engine
Type
FBV-010/Flow balancing valve (throttle valve)
Table 5-26
The flow balancing valve at engine outlet is to be

installed only (one per engine) in multi-engine arrangements connected to the same fuel system. It
is used to balance the fuel flow through the engines. Each engine has to be feed with its correct,
individual fuel flow.
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. It must be emptied into the
sludge tank.
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
FSH-001/Leakage fuel monitoring tank

High pressure pump overflow and escaping fuel
from burst control pipes is carried to the monitoring tanks from which it is drained into the leakage
oil collecting tank. The float switch mounted in the
tanks must be connected to the alarm system.
All parts of the monitored leakage system (pipes
and monitoring tanks) have to be designed for a
fuel rate of 6.7 l/(minxCyl.). The classification societies require the installation of monitoring tanks for
unmanned engine rooms. Lloyd's Register specify
monitoring tanks for manned engine rooms as
well.
Position of the leakage fuel monitoring tank
Table 5-27
Leak rate (fuel and lube oil together) for conventional injection
A high flow of dirty leakage oil will occur in case of

a pipe break, for short time only (< 1 min). Engine
will run down immediately after a pipe break alarm.
Leakage fuel flows pressure less (by gravity only)
from the engine into this tank (to be installed below
the engine connections). Pipe clogging must be
avoided by trace heating and by a sufficient downward slope.
0504-0400MA2.fm
The content of T-006 must not be added to the engine fuel! It can be burned for instance in a waste
oil boiler.
J-BB
32/40, 48/60B, 58/64
Page 5 - 95


Points for drawing fuel oil samples are to be provided upstream and downstream of each filter, to
verify the effectiveness of these system components.
HE-007/CK-003 MDO/MGO cooler/three way cock
The propose of the MDO/MGO cooler is to ensure
that the viscosity of MDO/MGO will not become
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.
PC = P1 x brISO x f1
QC = P1 x brISO x f2
Cooler outlet temp. MDO/MGO1):
Tout
Dissipated heat of the cooler
PC
kW
MDO flow for thermal dimensioning of

the cooler2)
Qc
l/h
Engine output at 100 % MCR
P1
kW
brISO
g/kWh
f1
kWh/g
f2
l/g
Tout = 45 C

at 100 % MCR:
Factor for dissipated heat
f1 = 2.01 x 105
Factor for MDO/MGO flow
f2 = 2.80 x 103
Note!

same fuel system, the cooler capacity has to be
Table 5-28
Simplified MDO-cooler dimensioning for

engines without common rail (32/40,
48/60B, 58/64)
1) This
temperature has to be normally max. 45 C. Only for

very light MGO fuel types this temperature has to be even
lower in order to preserve the min. admissible fuel viscosity
in engine inlet (see "Section 4.8: Viscosity-temperature diagram
(VT diagram), page 4-35").
2)
The max. MDO/MGO throughput is identical to the de livery
quantity of the installed booster pump.
0504-0400MA2.fm
The cooler has to be dimensioned for a MDO outlet temperature of 45 C, for very light MGO
grades even lower outlet temperatures are required.
Page 5 - 96
32/40, 48/60B, 58/64
J-BB

PCV-011/Pressure limiting valve

In case two engines are operated with one fuel
module, it has to be possible to separate one engine at a time from the fuel circuit for maintenance
purposes. In order to avoid a pressure increase in
the pressurised system, the fuel, which cannot 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 operation), is exceeded.
V-002/Shut-off cock
The stop cock is closed during normal operation
(multi-engine operation). 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. In 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 I.
Piping
We recommend to use pipes according to PN16
for the fuel system (see "Section 5.1.1: Engine pipe
connections and dimensions, page 5-3").
Material
0504-0400MA2.fm
The casing material of pumps and filters should be

EN-GJS (nodular cast iron), in accordance to the
requirements of the classification societies.
J-BB
32/40, 48/60B, 58/64
Page 5 - 97
Figure 5-29
Page 5 - 98
0504-0400MA2.fm
HFO supply system Single engine plant
32/40, 48/60B, 58/64
J-BB

Legend
CF-002
Heavy fuel oil separator
1,2P-003
Booster pump
CF-003
Diesel fuel oil separator
1,2P-018
HFO supply pump
CK-002
Switching between MDO and HFO
PCV-009
Pressure limiting valve
CK-003
Switching to MDO cooler
1,2STR-010
Strainer
D-001
Diesel engine
1,2T-003
Diesel oil service tank
FIL-003
Fuel oil automatic filter
T-006
Leak oil tank
FIL-013
Fuel duplex filter
T-008
Fuel oil dumper tank
FQ-003
Flowmeter fuel oil
T-011
Fuel oil mixing tank
FSH-001
T-015
1,2H-004
Final heater HFO
T-016
HFO settling tank
HE-007
Diesel oil/gas oil cooler
T-021
Sludge tank
HE-025
Cooler for circulation fuel oil feeding part
1,2T-022
HFO service tank
MOD-008
Fuel oil module
VI-001
Viscosimeter
Note!
0504-0400MA2.fm
Engines 58/64 and L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.
J-BB
32/40, 48/60B, 58/64
Page 5 - 99
Figure 5-30
Page 5 - 100
0504-0400MA2.fm
HFO supply system Twin engine plant
32/40, 48/60B, 58/64
J-BB

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

5.4.5 Fuel supply at blackout conditions
5.4.5
Fuel supply at blackout conditions
Engine operation during short blackout

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 electrical grid, or an additional air driven booster pump
is to be installed in front of the mixing tank.
Starting during blackout
The engine can start by use of a gravity fuel oil tank
(MDO/MGO).
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 HFOoperation will lead to temperature shocks in
the injection system and has to be avoided under any circumstances.
0504-0400MA2.fm
Blackout 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.
Page 5 - 102
32/40, 48/60B, 58/64
J-BB

5.5.1 Starting air system
5.5
Compressed air system
5.5.1
Starting air system
Marine main engines
1 T-007, 2 T-007/Starting air vessels
The compressed air supply to the engine plant requires air vessels and air compressors of a capacity and air delivery rating which will meet the
requirements of the relevant classification society
(see "Section: Compressed air system Starting air vessels, compressors").
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.
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, respectively
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 compressors (1
C-001 and 2 C-001) is identical.
The total capacity of the compressors has to be
increased if the engine is equipped with Jet Assist.
This can be met either by providing a larger service
compressor, or by an additional compressor
(3 C-001).
For special operating conditions such as, e. g.,
dredging service, the capacity of the compressors
has to be adjusted to the respective requirements
of operation.
The installation situation also has to ensure that

during emergency discharging of the safety valve
no persons can be compromised.
It is not allowed to weld supports (or other) 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 separate
air vessel for Jet Assist (T-018). In this case, the
volume of the starting air vessels (1 T-007,
2 T-007) must be increased accordingly.
Piping
The main starting pipe (engine connection 7171),
connected to both air vessels, leads to the main
starting valve (MSV- 001) of the engine.
A second 30 bar pressure line (engine connection
7172) 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 filter)
with compressed air through a separate 30/8 bar
pressure reducing station.
0505-0000MA2.fm
A third 30 bar pipe is required for engines with Jet

Assist (engine connection 7177). Depending on
the air vessel arrangement, this pipe can be
branched off from the starting air pipe near engine
E-BB
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 105

or must be connected separately to the air vessel

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 shipyard
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 drives) 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 facilities,
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 engine and
must supply at least 50 % of the required total capacity.
The total capacity of the starting air compressors
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 follows:
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 respective 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 manoeuvres, normally 6 per engine. The exact number of
required starting manoeuvres depends on the arrangement of the system and on the special requirements of the classification society.
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 classification society.
V 30
1000
Total volumetric capacity of the

compressors
Total volume of the starting air ves- litres

sels at 30 bar or 40 bar service
pressure
Page 5 - 106
m/h
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
0505-0000MA2.fm
As a rule, compressors of identical ratings should

be provided. An emergency compressor, if provided, is to be disregarded in this respect.
E-BB

Calculation formula for starting air vessels see below
V
V Vst fDrive z st z Safe Jet z Jet tJet Vsl z sl fDrive
5sec
Required vessel capacity
litre
Vst
Air consumption per nominal start1)
litre
fDrive
Factor for drive type
pmax pmin
(1.0 = Diesel-mechanic,
1.5 = alternator drive)
zst
Number of starts required by the

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

Jet Assist1)
zJet
Number of Jet Assist procedures1)
tJet
Duration of Jet Assist procedures
sec.
Vsl
Air consumption per slow turnlitre
zsl
Number of slow turn manoeuvres
pmax
Maximum starting air pressure
bar
pmin
Minimum starting air pressure
bar
1)
litre
Tabulated values see "Section: Compressed air system

Starting air vessels, compressors".
0505-0000MA2.fm
If other consumers (i. e. auxiliary engines, ship air

etc.) which are not listed in the formula are connected to the starting air vessel, the capacity of
starting air vessel must be increased accordingly,
or an additional separate air vessel has to be installed.
E-BB
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 107
Figure 5-35
Page 5 - 108
0505-0000MA2.fm
Starting air system
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
E-BB

Legend
Starting air compressor (service)
T-018
Vessel for Jet Assist only
2 C-001
Starting air compressor (stand-by)
TR-005
Water trap
3 C-001
Compressor for Jet Assist
1, 2, 3 TR-006
Automatic condensate trap
FIL-001
Lube-oil automatic filter
7171
Engine inlet (main starting valve)
FIL-003
Fuel automatic filter
7172
Control air and emergency stop
M-019
Valve for interlocking device
7177
Jet Assist (optional)
MSV-001
Main starting valve
7451
Control air from turning gear
2 T-007
Starting air vessel
7461
Control air to turning gear
TY-001
Typhon
9771
Turbocharger dry cleaning (optional)
0505-0000MA2.fm
1 C-001
E-BB
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 5 - 109
0505-0000MA2.fm
Page 5 - 110
32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
E-BB

5.5.2 Starting air vessels, compressors
5.5.2
Starting air vessels, compressors
General
The engine requires compressed air for starting,
start-turning, for the Jet Assist function as well as
several pneumatic controls. The design of the
pressure air vessel directly depends on the air
consumption and the requirements of the classification societies.
For air consumption see "Table 2-20: Starting air consumption 48/60B" in "Section 2.7.3: Starting air/control
air consumption, page 2-72".
The air consumption per starting manoeuvre

depends on the inertia moment of the unit. For
alternator plants, 1.5 times the air consumption
per starting manoeuvre has to be expected.
The above-mentioned air consumption per Jet
Assist activation is valid for a jet duration of 5

seconds. The jet duration may vary between
3 sec and 10 sec, depending on the loading
(average jet duration 5 sec). The air consumption is substantially determined by the respective turbocharger design.
For more information concerning Jet Assist see
"Section 5.5.3: Jet Assist, page 5-113".
The air consumption per slow-turn activation

depends on the inertia moment of the unit.
Starting air vessels:

Service pressure . . . . . . . . . . . . . . max. 30 bar
Minimum starting air pressure . . . . .min. 10 bar
Starting air compressors:
0505-0200MD2.fm
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.
I-BB
48/60B
Page 5 - 109

Propulsion plant with 1 main engine

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

capacity
m/h 30
43
43
43
60
60
75
75
Table 5-29
Starting air vessels, compressors-single-shaft vessel
2. Diesel-mechanical drive without shifting clutch

Starting air vessels and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
Engine 48/60B
6L
7L
8L
9L
12V
14V
16V
18V
litre
980
1,120
1,225
1,330
1,680
1,925
2,100
2,345
Required vessels
litre
2x 500
2x 710
2x 710
2x 710
2x1,000
2x1,000
2x1,250
2x1,250

capacity
m/h
30
43
43
43
60
60
75
75
Table 5-30
Starting air vessels, compressors-single shaft vessel
3. Diesel-mechanical drive with shifting clutch

Starting air vessels and compressor capacities (6 starts + 1 safety start, 3 x 5 sec. Jet Assist, 0 slow turn)
Engine 48/60B
6L
7L
8L
9L
12V
14V
16V
18V
litre
1,580
1,720
2,050
2,160
2,870
3,110
3,290
4,040
Required vessels
litre
2x
1,000
2x
1,000
2x
1,000
2x
1,250
2x1,500
2x1,750
2x1,750
2x2,000

capacity
m/h 60
60
60
75
90
105
105
120
0505-0200MD2.fm
Table 5-31
Page 5 - 110
48/60B
I-BB

4. Diesel-mechanical drive with shaft-driven alternator (> 50 % Prated)

Engine 48/60B
6L
7L
8L
9L
12V
14V
16V
18V
litre
1, 980
2,120
2,600
2,710
3,660
3,900
4,080
5,170
Required vessels
litre
2x1,000
2x1,250
2x1,500
2x1,500
2x2,000
2x2,000
2x2,250
2x2,500

capacity
m/h
60
75
90
90
120
120
135
160
Table 5-32
5. Diesel-electrical drive
Engine 48/60B
6L
7L
8L
9L
12V
14V
16V
18V
litre
3,890
4,160
5,110
5,320
7,190
7,660
8,000
10,170
Required vessels
litre
2x2,000
2x2,250
2x2,750
2x
2,750
2x3,750
2x4,000
2x4,000
2x5,250

capacity
m/h
120
135
165
165
225
240
240
315
Table 5-33
6. Diesel-electrical drive with frequent load changes e.g. ferries etc.

Engine 48/60B
6L
7L
8L
9L
12V
14V
16V
18V
litre
3,470
3,680
4,590
4,750
6,470
6,860
7,100
9,170
Required vessels
litre
2x2,000
2x2,000
2x2,250
2x2,500
2x3,500
2x3,500
2x3,750
2x4,500

capacity
m/h
90
120
135
150
200
200
225
275
0505-0200MD2.fm
Table 5-34
I-BB
48/60B
Page 5 - 111

7. Diesel-mechanical drive with frequent load changes e.g. ferries etc.

Engine 48/60B
6L
7L
8L
9L
12V
14V
16V
18V
litre
2,980
3,120
3,980
4,080
5,630
5,880
6,050
8,000
Required vessels
litre
2x1,500
2x1,750
2x2,000
2x2,250
2x3,000
2x3,000
2x3,000
2x4,000

capacity
m/h
90
105
120
135
180
180
180
240
Table 5-35
8. Dredger and high torque applications

Engine 48/60B
6L
7L
8L
9L
12V
14V
16V
18V
litre
2,580
2,720
3,430
3,530
4,840
5,090
5,260
6,870
Required vessels
litre
2x1,500
2x1,500
2x1,750
2x1,750
2x2,500
2x2,750
2x2,750
2x3,500

capacity
m/h
90
90
105
105
150
165
165
210
Table 5-36
Multiple engine plants
0505-0200MD2.fm
In case of multi-engine plants, the required volume

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

5.5.3 Jet Assist
5.5.3
Jet Assist
General
Jet Assist is a system for acceleration of the turbocharger. By means of nozzles in the turbocharger,
compressed air is directed to accelerate the compressor 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 extent, 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:
0505-0300MA2_fuer PDF Korrektur_blau.fm
3 sec to 10 sec (5 sec in average)
D-BD
32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR
Page 5 - 113

5.5.3 Jet Assist
Consider temporal distribution of events

For the design of the Jet Assist air supply the temporal distribution of events needs to be considered, if there might be an accumulation of events.
Following figure shows exemplary for an application with 10 manoeuvres per hour five Jet Assist
manoeuvers in rapid succession and five remaining 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 possibility 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.
0505-0300MA2_fuer PDF Korrektur_blau.fm
If the planned load profile is expecting a high requirement of Jet Assist, it should be checked
whether an air supply from the working air circuit,
a separate air bottle or a specially adapted, separate compressed air system is necessary or reasonable.
In each case the delivery capacity of the compressors is to be adapted to the expected Jet Assist
requirement per unit of time.
Page 5 - 114
32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR
D-BD

5.6 Engine room ventilation and combustion air
5.6
Engine room ventilation and combustion air
General information
Engine room ventilation system

Its 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 water,
snow, dust and oil mist.
This is achieved by:
Louvres, protected against the head wind, with
baffles in the back and optimally dimensioned

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 carrier), with a medium degree of separation, at least G4 according to DIN 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 consideration).
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 sufficiently

large distance from the turbochargers.
In tropical service a sufficient volume of air must be

supplied to the turbocharger(s) 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 turbocharger.
The air stream must not be directed onto the exhaust manifold.
In intermittently or permanently arctic service (defined as: air intake temperature of the engine below +5 C) special measures are necessary
depending on the possible minimum air intake
temperature. For further information see "Section
2.3: Engine operation under arctic conditions, page 2-27".
If necessary, steam heated air preheaters must be
provided.
For the required combustion air quantity, see "Section: Planning data for emission standard IMO Tier II".
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 mm WC) in the
engine room.
0506-0000MA2.fm
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 special circumstances, in which case the cleaning intervals
for the compressor impeller of the turbocharger
and for the charge air cooler can be extended.
This additional air intake filter will retain 95 % of the
particles larger than 10 m.
I-BB
Page 5 - 115

5.6 Engine room ventilation and combustion air
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 absorbed by
the engine room air.
The amount of air V required to carry off this radiant heat can be calculated as follows:
Q
t cp t
Air required
m/h
Heat to be dissipated
kJ/h
Air temperature rise in engine room

(10 12.5)
cp
Specific heat capacity of air (1.01)
kJ/kg*k
Air density at 35 C (1.15)
kg/m
Ventilator capacity
The capacity of the air ventilators (without separator room) must be large enough to cover:
The combustion air requirements of all consumers.
The air required for carrying off the radiant heat.
0506-0000MA2.fm
A rule-of-thumb applicable to plants operating on

heavy fuel oil is 20 24 m3/kWh.
Page 5 - 116
I-BB

5.7.1 General information
5.7
Exhaust gas system
5.7.1
General information
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 resistance
of the exhaust gas system must not exceed
30 mbar.
Permissible values for special cases please contact 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. If
necessary, pipe bends must be provided with cascades.
We recommend a guideline for the exhaust gas
velocity in the pipe of 40 m/s.
Installation
When installing the exhaust system, the following
points must be observed:
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 water
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 connected measuring device may become necessary. For this
purpose, a measuring socket is to be provided
approx. 1 2 m after the exhaust gas outlet of
the turbocharger at an easily acceptance
place. Usual pressure measuring devices require a measuring socket size of 1/2". This
measuring socket is to be provided as to ensure utilisation without any damage to the exhaust gas pipe insulation.
The exhaust pipes of two or more engines must

not be joined.
The exhaust pipes must be able to expand. The
0507-0000MA2.fm
expansion joints to be provided for this purpose

are to be mounted between fixed-point pipe
supports installed in suitable positions. One
sturdy fixed-point support must be provided for
the expansion joint on the turbocharger. It
should be positioned, if possible, immediately
above the expansion joint in order to prevent
the transmission of forces to the turbocharger,
resulting from the weight, thermal expansion or
lateral displacement of the exhaust piping.
D-AE
Page 5 - 117
0507-0000MA2.fm
Page 5 - 118
D-AE

5.7.2 Components and assemblies
5.7.2
Components and assemblies
Mode of operation
The silencer operates on the absorption principle
which means that it is effective in a wide frequency
band. The flow path, which runs through the silencer in a straight line, ensures optimum noise reduction with minimum flow resistance.
Installation
If possible, the silencer should be installed towards the end of the exhaust line; the exact position can be adapted to the space available (from
vertical to horizontal). In case of silencers with
spark arrester, it must be ensured that the cleaning
ports are accessible.
Insulation
The exhaust gas pipe system has to be insulated
to reduce the maximum surface temperature to
the required level and to avoid temperatures below
the dew point. So the complete exhaust gas system (from outlet of turbocharger, silencer, boiler to
outlet stack) should be sufficiently insulated, 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. In case of fast
load changes, such deposits might flake off and
be entrained by exhaust in the form of soot flakes.
The rectangular flange connection on the turbocharger outlet, as well as the adjacent round flanges of the adaptor, must also be covered with
insulating collars, for reasons of safety.
Insulation and covering of the compensator may
not restrict its freedom of movement.
0507-0200MA2.fm
The relevant provisions concerning accident prevention and those of the classification societies
must be observed.
D-AD
Page 5 - 119
0507-0200MA2.fm
5.7.2 Components and assemblies
Page 5 - 120
D-AD

5.8.1 SCR Selective catalytic reduction
5.8
Exhaust gas aftertreatment Selective catalytic reduction
5.8.1
SCR Selective catalytic reduction
The selective catalytic reduction SCR uses ammonia (NH3) to convert nitrogen oxides in the exhaust
gas to harmless nitrogen and water within a catalyst. However, ammonia is a hazardous substance
which has to be handled carefully to avoid any
dangers for crews, passengers and the environment. Therefore urea as a possible ammonia
source came into consideration. Urea is harmless
and, solved in water, it is easy to transport and to
handle. Today, aqueous urea solutions of 32.5 %
or 40 % are the choice for SCR operation in mobile applications on land and at sea.
Using urea, the reaction within the exhaust gas

pipe and the catalyst consists of two steps. In the
beginning, the urea decomposes in the hot exhaust gas to ammonia and carbon dioxide using
the available water in the injected solution and the
heat of the exhaust gas:
(NH2) 2CO + H2O -> 2NH3 + CO2 . . . . . . . . [1]
The literal NOx-reduction takes place supported
by the catalyst, where ammonia reduces nitrogen
oxides to nitrogen and water.
4NO + 4NH3 + O2 -> 4N2 + 6H2O . . . . . . . . [2]
6H2O + 8NH3 -> 7N2 + 12H2O. . . . . . . . . . . [3]
5.8.2
System overview
The MAN SCR system is available in twelve different sizes to cover the whole engine portfolio.
Over a pump system urea reaches the dosing unit
from the storage tank. The dosing unit controls the
flow of urea to the injection system based on the
operation of the engine and it furthermore regulates the compressed air flow to the injector.
The reducing agent is sprayed into the exhaust
gas duct by the urea injector. After the injection of
the reducing agent, the exhaust gas flows through
the mixing pipe to the reactor, where the catalytic
reduction takes place. Each reactor is equipped
with a soot blowing system to keep the catalyst
clean of soot.
Scope of supply per system:
1 x SCR-reactor with SCR catalyst

1 x Dosing unit
1 x Mixing device with injection nozzle
0508-0000MD2.fm
1 set of soot blowers

1 x Control Unit and instrumentation
1 x Pump station
gJ__
48/60B
Page 5 - 121
Figure 5-33
Page 5 - 122
0508-0000MD2.fm
5.8.2 System overview
P&ID SCR-System
48/60B
JJ__

SCR Reactor
Each engine is equipped with its own SCR reactor
and it is fitted in the exhaust gas piping.
The material of the reactor casing is carbon steel
(S235JR). The SCR-reactor consists of three layers of honeycombs, an inlet and an outlet flange
and the soot blowing system.
0508-0000MD2.fm
Figure 5-34
Each catalyst layer is connected to compressed

air for the soot blowing.
The reactor is equipped with a differential pressure
transmitter to control the condition of the catalyst
elements and a temperature transmitter to control
the exhaust gas outlet temperature.
For maintenance reasons the reactor has different
manholes.
SCR Reactor
The back pressure of the SCR Catalyst is

15 mbar and the volume flow at 100 % engine
load is 8,640 Nm3/h for a L58/64 engine, per cylinder at IMO conditions.
gJ__
48/60B
Page 5 - 123

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

The fuel sulphur content impacts the working temperature of the SCR system. The "Figure 5-35: Re-
quired temperatures at SCR relating to sulphur content in

fuel oil" shows the tradeoff between the minimum
recommended exhaust gas temperature and the

Sulphur content of the fuel to reach a good efficiency and durability. Exhaust gas temperature is
controlled by charge air blow-off, as shown in "Fig-
ure 2-5: Cold charge air blow-off for selective catalyst operation". The recommended temperatures for an
0508-0000MD2.fm
operation of the SCR system are between 300

and 450 degrees C. During emergency operation
exhaust gas temperature above 500 C can occur, therefore Urea injection must be stopped as
Ammonia rather burns than reducing NOx.
Page 5 - 124
48/60B
JJ__

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

5.8.3 System design data
5.8.3
System design data
NOx-Limits according to IMO

nn [1/min]
NOx [gNOx/kWh]
IMO Tier I, from 01.01.2000
< 130
17.0
45 * nn(0,2)
130 2,000
>2,000
9.8
IMO Tier II, from 01.01.2011
< 130
14.4
45 * nn(0,23)
130 2,000
>2,000
7.7
IMO Tier III, from 01.01.2016
< 130
3.4
9 * nn(0,2)
130 2,000
>2,000
Table 5-40
2.0
Cycle values for the calculation of the needed
NOx reduction
Urea consumption
With the following equation the urea solution consumption is calculated. The following information
is for indication only.
nn [1/min]
cycle value of NOx [gNOx/kWh]

From IMO Tier I to Tier II
< 130
2.6
130 2,000
45 * nn(0,2) 44*nn(0,23)
>2,000
2.1
From IMO Tier II to Tier III
< 130
11
130 2,000
44 * nn(0,23) 9 * nn(0,2)
>2,000
5.7
Page 5 - 126
Cycle values to reduce NOx from IMO Tier I to

Tier II and from IMO Tier II to Tier III
48/60B
0508-0000MD2.fm
Table 5-41
JJ__

As a rough rule of thumb a consumption of 1.7 g

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

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

engines Nox-reduction agent AUS 32
Quality requirements)
0508-0000MD2.fm
Table 5-42
gJ__
48/60B
Page 5 - 127

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

[m/h] at 6 bar
48/60
90
48/60
100
48/60
115
48/60
130
48/60
12
170
48/60
14
200
48/60
16
220
48/60
18
250
Pressurized air
0508-0000MD2.fm
Table 5-43
Page 5 - 128
48/60B
JJ__
======
Engine room planning
Page 6 - 1
Page 6 - 2

6.1.1 General details
6.1
Installation and arrangement
6.1.1
General details
Apart from a functional arrangement of the components, 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 emptying of filter chambers and subsequent cleaning
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 temporary 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 inspection of the bearings and removal of components 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.
Note!
MAN Diesel & Turbo supplied scope is to be
arranged and fixed by proven technical experiences as per state of the art. Therefore the
technical requirements have to be taken in
consideration as described in the following
documents subsequential:
Order related engineering documents

Installation 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 approval 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. documents and not agreed with us are not allowed.
For damages due to such arrangements we
will not take over any responsibility.
0601-0000MA2.fm
In planning marine installations with two or more

engines driving one propeller shaft through a multiengine 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 removing pistons or
cylinder liners.
H-AJ
Page 6 - 3
0601-0000MA2.fm
6.1.1 General details
Page 6 - 4
H-AJ

6.1.2 Installation drawings
6.1.2
Installation drawings
0601-0200MD2.fm
Engine 6+7L48/60B
Figure 6-1
L-BA
Installation drawing 6+7L48/60B Turbocharger on coupling side
48/60B
Page 6 - 5

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

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

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

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

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

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

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

6.1.3 Removal dimensions of piston and cylinder liner
0601-0300MDSdf2.fm
6.1.3
Figure 6-9
K-BA
Removal dimensions of piston and cylinder liner
Piston removal L48/60B, L51/60DF
48/60B, 51/60DF
Page 6 - 13
Figure 6-10
Page 6 - 14
0601-0300MDSdf2.fm
Cylinder liner removal L48/60B, L51/60DF
48/60B, 51/60DF
K-BA
0601-0300MDSdf2.fm
Figure 6-11
K-BA
Piston removal V48/60B, V51/60DF
48/60B, 51/60DF
Page 6 - 15

Cylinder liner removal V48/60B, V51/60DF

0601-0300MDSdf2.fm
Figure 6-12
Page 6 - 16
48/60B, 51/60DF
K-BA

6.1.4 3D Engine Viewer A support programme to configure the engine room
6.1.4
3D Engine Viewer
A support programme to configure the engine room
MAN Diesel & Turbo offers a free-of-charge online

programme for the configuration and provision of
installation data required for installation 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 engine
room.
In order to be able to use the 3D Engine, respectively GenSet Viewer, please register on our website under:
https://dieselport.mandiesel.com/_layouts/RequestForms/Open/CreateUser.aspx
After successful registration, the 3D Engine and
GenSet Viewer is available under
http://dieselport/ProjectTools/3DViewer/display.aspx
by clicking onto the requested application.
In only three steps, you will obtain professional 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 requirements.
Each of your configurations will be presented
on the basis of isometric models.
View
0601-1200MD2.fm
The models of the 3D Engine Viewer and the

3D GenSet Viewer include all essential geometric and planning-relevant attributes (e. g. connection points, interfering edges, exhaust gas
outlets, etc.) required for the integration of the
model into your project.
The configuration with the selected engines can
now be easily downloaded. For 2D representation
as .pdf or .dxf, for 3D as .dgn, .sat, .igs or 3D-dxf.
J-BB
48/60B
Page 6 - 17

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

0601-1200MD2.fm
Figure 6-13
Page 6 - 18
48/60B
J-BB

Isometric view for the turbocharger arrangement on the coupling side
Figure 6-16
Dismantling areas
0601-1200MD2.fm
Figure 6-15
J-BB
48/60B
Page 6 - 19

Connection points / nozzle ports
0601-1200MD2.fm
Figure 6-17
Page 6 - 20
48/60B
J-BB

6.1.5 Comparison of engine arrangements
6.1.5
Charge air cooler removal sidewards - upwards; L48/60B
0601-1000MD2.fm
Figure 6-18
Comparison of engine arrangements
D-BB
48/60B
Page 6 - 21

6.1.5 Comparison of engine arrangements
Charge air cooler removal sidewards - upwards; V48/60
0601-1000MD2.fm
Figure 6-19
Page 6 - 22
48/60B
D-BB

6.1.6 Lifting appliance
6.1.6
Lifting appliance
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
Engine type
32/44CR
32/40
48/60B
48/60CR
51/60DF
58/64
568
566
1,124
2,200
Piston with connecting shaft/head
238
230
707
954
Cylinder liner
205
205
663
1,178
1,000
1,000
L = 2,000
V = 2,500
3,000
Cylinder head with valves
kg
Recommended lifting capacity of travelling

crane
Table 6-1
Lifting capacity
An overhead travelling crane is required which has

a lifting power equal to the heaviest component
that has to be lifted during servicing of the engine.
To choose the recommended crane capacity 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.
In cramped conditions, eyelets must be welded
under the deck above, to accommodate a lifting
pulley.
It 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
In planning the arrangement of the crane, a storage space must be provided in the engine room
for the dismantled engine components which can
be reached by the crane. It should be capable of
holding two rocker arm casings, two cylinder covers and two pistons. If the cleaning and service
work is to be carried out here, additional space for
cleaning troughs and work surfaces should be
planned for.
0601-0400MA2.fm
The required crane capacity is to be determined

by the crane supplier.
Crane design
D-BB
Page 6 - 21

Transport to the workshop
Turbocharger
Grinding of valve cones and valve seats is carried

out in the workshop or in a neighbouring room.
Hoisting rail
A hoisting rail with a mobile trolley is to be provided
over the centre of the turbocharger running 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 tables (see "Paragraph:
Lifting capacity, page 6-21"), to carry out the operations according to the maintenance schedule.
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 openings, see
turbocharger casing.
Turbocharger
NR 29/S
NR 34/S
NA 34/S
NA 40/S
NA 48/S
NA
57/T9
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
Silencer
kg
Space for removal of silencer

Table 6-2
mm
110 + 100
200 + 100
50 + 100
50 + 100
Silencer
TCA 55
TCA 66
TCA 77
TCA 88
430
800
1,770
2,010
550
830
1,450
2,500
110 + 100
120 + 100
150 + 100
200 + 100
kg
Compressor casing
mm
Hoisting rail for TCA turbocharger
Turbocharger
TCR 20
TCR 22
76
156
Compressor casing
132
277
Rotor plus bearing casing
152
337
130 + 100
150 + 100
Silencer
kg

Table 6-4
250 + 100
Hoisting rail for NR/NA turbocharger
Turbocharger
Table 6-3
230 + 100
mm
Hoisting rail for TCR turbocharger
Withdrawal space dimensions
rangement Removal dimensions of piston and cylinder

liner" ) and the tables (see "Paragraph: Hoisting rail,
page 6-22" ) are needed in order to be able to separate the silencer from the turbocharger. The silencer must be shifted axially by this distance
before it can be moved laterally.
Page 6 - 22
In addition to this measure, another 100 mm are

required for assembly clearance.
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.
D-BB
0601-0400MA2.fm
The withdrawal space dimensions shown in our

dimensioned sketch (see "Section: Installation and ar-

Make sure that the silencer can be removed either

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 towards the intake silencer in a duct ending at a
point 1.5 m away from the silencer inlet. If 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.
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 engine
is drawn out at the end. Similarly, transport onto
land must be possible.
For lifting and transportation of the bundle, a lifting
rail is to be provided which runs in transverse or
longitudinal direction to the engine (according to
the available storage place), over the centreline of
the charge air cooler, from which a trolley with
hoisting tackle can be suspended
Gallery
If possible the ship deck should reach up to both
sides of the turbocharger (clearance 50 mm) to
obtain easy access for the maintenance personnel. Where deck levels are unfavourable, suspended galleries are to be provided.
Figure 6-17
0601-0400MA2.fm
Engine type
Air direction
Weight
Length (L)
Width (B)
Height (H)
kg
mm
mm
mm
L32/40
650
430
1,705
830
L32/44CR
450
520
712
1,014
L48/60
950
730
1,052
1,874
L48/60B, L48/60CR
527
360
1,040
1,959
L51/60DF
1,000
730
1,052
1,904
L58/64
1,250
785
1,116
1,862
Table 6-5
Weights and dimensions of charge air cooler bundle
D-BB
Page 6 - 23
0601-0400MA2.fm
Page 6 - 24
D-BB

6.1.7 Major spare parts
0601-0500MD2.fm
6.1.7
Major spare parts
Fire band 106 kg; cylinder liner 663 kg
Piston 347 kg; piston pin 102 kg
Connecting rod 637 kg
Cylinder head 1,016 kg
K-BA
48/60B
Page 6 - 27

0601-0500MD2.fm
Major spare parts
Page 6 - 28
48/60B
K-BA

0601-0500MD2.fm
Major spare parts
K-BA
48/60B
Page 6 - 29

0601-0500MD2.fm
Major spare parts
Page 6 - 30
48/60B
K-BA

6.1.8 Arrangement of diesel-electric propulsion plants
6.1.8
Example: arrangement with engines V48/60B, V48/60CR
0601-0700MDA2.fm
Figure 6-21
Arrangement of diesel-electric propulsion plants
K-BA
48/60B, 48/60CR
Page 6 - 31

Example: arrangement with engines L/V 48/60B, 48/60CR
0601-0700MDA2.fm
Figure 6-22
Page 6 - 32
48/60B, 48/60CR
K-BA

Example: arrangement with engines L/V 48/60B, 48/60CR
0601-0700MDA2.fm
Figure 6-23
K-BA
48/60B, 48/60CR
Page 6 - 33
0601-0700MDA2.fm
Page 6 - 34
48/60B, 48/60CR
K-BA

6.2.1 Example: Ducting arrangement
6.2
Exhaust gas ducting
6.2.1
Example: Ducting arrangement
Example: Exhaust gas ducting arrangement
0602-0000MA2.fm
Figure 6-19
D-AD
Page 6 - 37
0602-0000MA2.fm
6.2.1 Example: Ducting arrangement
Page 6 - 38
D-AD

6.2.2 Position of the outlet casing of the turbocharger
6.2.2
Position of the outlet casing of the turbocharger
Rigidly mounted engine
Design at low engine room height
Figure 6-25
Design at low engine room height and standard design
Number of cylinders
6L
7L
8L
9L
TCA 55
TCA 55
TCA 66
TCA 66
704
704
832
832
302
302
302
302
372
387
432
432
914
1,016
1,120
1,120
1,332
1,433
1,535
1,535
800
850
900
900
Turbocharger
0602-0200MD2.fm
Table 6-6
L-BA
mm
Position of exhaust outlet casing L48/60B
48/60B
Page 6 - 37

Resiliently mounted engine
Exhaust gas pipe routing
Exhaust gas pipe routing
Number of cylinders
6L
7L
8L
9L
TCA 55
TCA 55
TCA 66
TCA 66
704
704
832
832
302
302
302
302
760
847
795
795
914
1,016
1,120
1,120
2,020
2,200
2,260
2,260
762
802
842
842
Turbocharger
A
Table 6-7
Page 6 - 38
mm
0602-0200MD2.fm
Figure 6-26
Position of exhaust outlet casing L48/60B
48/60B
L-BA

Standard design
Figure 6-27
Standard design V-engine
Number of cylinders
12V
14V
16V
18V
TCA 77
TCA 77
TCA 77
TCA 88
960
960
960
1,140
802
902
1,002
1,002
C*)
372
387
432
432
C**)
1,627
1,702
1,776
1,849
1,320
1,420
1,520
1,620
Turbocharger
A
*)
mm
For rigidly mounted engines.
**)
For resiliently mounted engines.

Position of exhaust gas outlet casing V48/60B
0602-0200MD2.fm
Table 6-8
L-BA
48/60B
Page 6 - 39

Rigidly mounted engine
Figure 6-28
Design at low engine room height - rigidly mounted engine
Number of cylinders
12V
14V
16V
18V
TCA 77
TCA 77
TCA 77
TCA 88
960
960
960
1,140
1,332
1,433
1,585
1,485
372
387
432
432
2 x 914
2 x 1,016
2 x 1,120
2 x 1,120
1,300
1,400
1,500
1,500
720
750
750
800
Turbocharger
A
Position of exhaust outlet casing V48/60B

0602-0200MD2.fm
Table 6-9
mm
Page 6 - 40
48/60B
L-BA

Resiliently mounted engine
Figure 6-29
Design at low engine room height - resiliently mounted engine
Number of cylinders
12V
14V
16V
18V
TCA 77
TCA 77
TCA 77
TCA 88
960
960
960
1,140
2,060
2,240
2,320
2,270
760
847
795
795
2 x 914
2 x 1,016
2 x 1,120
2 x 1,120
1,300
1,400
1,500
1,500
802
852
902
852
Turbocharger
0602-0200MD2.fm
Table 6-10
L-BA
mm
Position of exhaust outlet casing V48/60B
48/60B
Page 6 - 41
0602-0200MD2.fm
Page 6 - 42
48/60B
L-BA
======
Propulsion packages
Page 7 - 1
Page 7 - 2
Propulsion packages
7.1 General
7.1
General
MAN Diesel & Turbo standard propulsion packages

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 Ice" and
high skew propeller blade design. These propulsion packages are examples of different combinations of engines, gearboxes, propellers and shaft
lines according to the design parameters above.
MAN Diesel & Turbo standard propulsion package with engine 8L48/60B
0701-0000MD2.fm
Figure 7-1
Due to different and individual aft ship body designs and operational profiles your inquiry and order will be carefully reviewed and all given
parameters will be considered in an individual calculation. The result of this calculation can differ
from the standard propulsion packages by the assumption of e.g. a higher Ice Class or different design parameters.
K-BA
48/60B
Page 7 - 3
Propulsion packages
0701-0000MD2.fm
7.1 General
Page 7 - 4
48/60B
K-BA
Propulsion packages
7.2 Dimensions
7.2
Propulsion package L48/60B
0702-0000MD2.fm
Figure 7-2
Dimensions
K-BA
48/60B
Page 7 - 5
Figure 7-3
Page 7 - 6
48/60B
180
RSV-900
100
180
RSV-1180 VBS 1460
RSV-900
100
180
RSV-1250 VBS 1560
RSV-950
140
100
RSV-1000 VBS 1460
RSV-1250 VBS 1560
VBS 1380
140
RSV-1000 VBS 1380
VBS 1280
140
VBS 1380
RSV-950
100
VBS 1280
140
180
VBS 1280
VBS 1180
Speed
rpm
RSV-1120 VBS 1380
RSV-900
RSV-850
Hub type
6200
5300
4700
6000
5150
4550
5850
5000
4400
5600
4800
4250
Diam.
mm
13345
12905
12805
12525
12085
11885
11517
11167
11067
10664
10244
10084
10195
10195
10195
9375
9375
9375
8557
8557
8557
7734
7734
7734
MAN Diesel & Turbo four-stroke standard propulsion program L48/60B (1,200 kW/Cyl) single screw
0702-0000MD2.fm
11539
11539
11539
10719
10719
10719
9692
9692
9692
8869
8869
8869
1710
1710
1710
1710
1710
1710
1582
1582
1582
1582
1582
1582
3555
3555
3555
3555
3555
3555
3426
3426
3426
3426
3426
3426
3059
3059
3059
3059
3059
3059
2850
2850
2850
2850
2850
2850
2150
1800
1700
2150
1800
1600
2050
1700
1600
2020
1600
1530
3150
2710
2610
3150
2710
2510
2960
2610
2510
2930
2510
2350
1400
1180
1120
1400
1180
1060
1360
1120
1060
1320
1060
1000
Dimensions in mm
1250
1000
950
1250
1000
900
1180
950
900
1120
900
850
2880
2320
2220
2880
2320
2110
2720
2220
2110
2560
2110
1990
1175
1100
1030
1175
1030
957
1100
1030
957
1030
957
885
1197
1136
1081
1197
1081
1025
1136
1081
1025
1081
1025
972
MAN four-stroke standard propulsion program L48/60B (1200kW/Cyl) single screw
The propeller diameter is optimised at 90% MCR, 100% rpm and 17.4
The strength calcuation is made at 100% MCR, 100% rpm and 18.0 kn
The propeller is calculated according to GL, No Ice with high skew
9L 48/60B
10800 kW
8L 48/60B
9600 kW
7L 48/60B
8400 kW
6L 48/60B
7200 kW
Engine
Reduction
Output
MCR at 514 gear type
rpm
Propeller
796
802
802
796
802
802
802
802
802
802
802
674
1831
1778
1698
1778
1738
1698
1778
1698
1650
1738
1698
1629
156,2
156,2
156,2
142,8
142,8
142,8
125,7
125,7
125,7
112,7
112,7
112,7
Engine*
30,7
17,4
14,7
29,7
17,0
12,6
26,3
15,2
12,2
23,2
12,8
10,5
Gearbox**
42,4
34,6
24,8
38,3
30,6
25,5
34,7
29,3
24,3
30,2
24,9
19,9
Shafting***
* Engine, Flyweel, Coupling

** Gearbox
*** Propeller, ODF, 3000mm Stern
Tube, 6000mm Propeller Shaft
W - min
ODF/ODG
Mass in tons
Propulsion packages
7.2 Dimensions
K-BA
Propulsion packages
0702-0000MD2.fm
7.2 Dimensions
Figure 7-4
K-BA
Propulsion package V48/60B
48/60B
Page 7 - 7
Figure 7-5
Page 7 - 8
48/60B
VBS 1940
RSV-1700
VBS 1680
RSV-1250
VBS 1800
VBS 1940
RSV-1600
RSV-1320
VBS 1800
VBS 1680
RSV-1180
RSV-1320
VBS 1800
RSV-1500
VBS 1560
RSV-1120
VBS 1680
VBS 1680
RSV-1250
VBS 1560
RSV-1400
VBS 1460
Hub type
100
140
180
100
140
180
100
140
180
100
140
180
7300
6200
5400
7100
6050
5250
6850
5850
5100
6600
5600
4950
Speed Diam.
rpm
mm
Propeller
RSV-1180
RSV-1060
Reduction
gear type
9385
9385
9385
MAN Diesel & Turbo four-stroke standard propulsion program V48/60B (1,200 kW/Cyl) single screw
0702-0000MD2.fm
10590
10590
10590
16355 12385 13935
15905 12385 13935
15535 12385 13935
15155 11385 12590
14905 11385 12590
14435 11385 12590
14055 10385 11590
13535 10385 11590
13405 10385 11590
12805
12435
12195
The propeller diameter is optimised at 90% MCR, 100% rpm and19.3 kn

The strength calcuation is made at 100% MCR, 100% rpm and 20.0 kn
The propeller is calculated according to GL, No Ice with high skew
18V 48/60B
21600 kW
16V 48/60B
19200 kW
14V 48/60B
16800 kW
12V 48/60B
14400 kW
Engine Type
Output MCR
at 514 rpm
3995
3995
3995
3650
3650
3650
3650
3650
3650
3650
3650
3650
2850
2400
2150
2650
2400
2050
2550
2150
2020
2420
2050
1900
3970
3520
3150
3770
3520
3050
3670
3150
3020
3420
3050
2810
1950
1450
1400
1850
1450
1360
1700
1400
1320
1500
1360
1250
1700
1320
1250
1600
1320
1180
1500
1250
1120
1400
1180
1060
Dimensions in mm
3720
3020
2880
3560
3020
2720
3380
2880
2560
3140
2720
2460
1)
1447
1332
1274
1447
1332
1274
1332
1274
1197
1279
1197
1136
Dimensions on r
1458
1367
1278
1458
1367
1278
1367
1278
1175
1278
1175
1100
1966
1966
1)
274,2
274,2
274,2
243,0
243,0
243,0
222,2
222,2
222,2
197,3
197,3
197,3
Engine*
68,3
37,4
30,9
57,8
37,1
26,8
48,2
31,9
23,5
42,9
27,0
19,9
Gearbox**
Mass in tons
77,2
61,4
50,1
74
58,8
46,5
62,7
50,1
38,6
49,3
40,2
34,4
Shafting***
* Engine, Flyweel
** Gearbox, Coupling, ODF
*** Propeller, 3000mm Stern Tube, 6000mm Propeller
Shaft
1) Dimensions on request
1913
1)
1831
1)
796
1913
1)
1831
1913
796
1831
1)
1778
1881
1778
1778
796
796
796
796
802
W - min
ODF/ODG
MAN four-stroke standard propulsion program V48/60B (1200kW/Cyl) single screw
Propulsion packages
7.2 Dimensions
K-BA
Propulsion packages
7.3 Propeller layout data
7.3
Propeller layout data
0703-0000MA2.fm
For propeller design please fill in the form "Propeller layout data see "Section 9.8.2: Propeller layout data,
page 9-35" and return it to your sales representative.
K-BA
Page 7 - 9
Propulsion packages
0703-0000MA2.fm
7.3 Propeller layout data
Page 7 - 10
K-BA
Propulsion packages
7.4 Propeller clearance
7.4
Propeller clearance
To reduce the emitted pressure impulses and vibrations from the propeller to the hull, MAN
Diesel & Turbo recommend a minimum tip clearance see "Section: Foundation Recommended configuration of foundation".
Figure 7-6
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.
In twin-screw ships the blade tip may protrude below the base line.
Recommended tip clearance
Legend
0704-0000MA2.fm
Hub
Dismantling of cap
High skew propeller
Non-skew propeller
Baseline clearance
X mm
Y mm
Y mm
Z mm
VBS 1180
365
VBS 1280
395
VBS 1380
420
VBS 1460
450
VBS 1560
480
VBS 1680
515
VBS 1800
555
VBS 1940
590
K-BA
15
20 % of D
20
25 % of D
Minimum 50
100
Page 7 - 11
Propulsion packages
0704-0000MA2.fm
7.4 Propeller clearance
Page 7 - 12
K-BA
======
Diesel-electric propulsion plants
Kapiteltitel 8 DEPP M2.fm
Page 8 - 1
Page 8 - 2
Kapiteltitel 8 DEPP M2.fm

8.1 Advantages of diesel-electric propulsion
8.1
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 propulsion
plant differs a lot and has to be evaluated case by
case. All the following is for information purpose
only and without obligation.
In general the advantages of diesel-electric propulsion 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 operation
can run on high loads with high efficiency. 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 (DP) operation.
High reliability, due to multiple engine redun-
operational and maintenance costs.
Improved manoeuvrability and station-keeping
ability, by deploying special propulsors such as

azimuth thrusters or pods. Precise control of
the electrical propulsion motors controlled by
frequency converters.
Increased payload, as diesel-electric propulsion plants take less space.
More flexibility in location of diesel en-
gine/GenSets and propulsors. The propulsors

are supplied with electric power through cables. They do not need to be adjacent to the
diesel engines/GenSets.
Low propulsion noise and reduced vibrations.

For example a slow speed E-motors allows to
avoid gearboxes and propulsors like pods keep
most of the structure bore noise outside of the
hull.
Efficient performance and high motor torques,

as the system can provide maximum torque
also at slow speeds, which gives advantages
for example in icy conditions.
0810-0000MA2.fm
dancy. Even if an engine/GenSet malfunctions,

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
C-BB
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 3
0810-0000MA2.fm
8.1 Advantages of diesel-electric propulsion
Page 8 - 4
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.2 Efficiencies in diesel-electric plants
8.2
Efficiencies in diesel-electric plants
A diesel-electric propulsion plant consists of

standard electrical components. The following efficiencies are typical:

0,2%
A>
K
Q>
AJ>
1%
1,5%
3% - 4%
+$&=>
? @>
90,3 92,3%
&!

"!&$

X

Typical efficiencies of diesel-electric plants
0820-0000MA2.fm
Figure 8-1
!
+$
'

+$ (

:

:

;

;
<

:

K
=>
3%
&
+$

JA>
'
& (

K
JU>

JA>

100%

#$
!
"!
C-BB
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 5
0820-0000MA2.fm
8.2 Efficiencies in diesel-electric plants
Page 8 - 6
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.3 Components of a diesel-electric propulsion plant
8.3
Components of a diesel-electric propulsion plant
Figure 8-2
Example: Diesel-electric propulsion plant
Legend
GenSets: Diesel engines + alternators
Main switchboards
Supply transformers (optional): Dependent on the type of the converter. Not needed in case of the
use of frequency converters with an Active Front End/Sinusoidal Drive
Frequency converters/drives
Electric propulsion motors
Gearboxes (optional): Dependent on the speed of the E-propulsion motor
Propellers/propulsors
0830-0000MA2.fm
C-BB
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 7
0830-0000MA2.fm
8.3 Components of a diesel-electric propulsion plant
Page 8 - 8
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.4 Diesel-electric plant design
8.4
Diesel-electric plant design
Generic workflow how to design a diesel-electric propulsion plant

:
Start
Ship basic data
Speed power estimation
Electrical load analysis
Engine selection
Switchboard layout
Drive & propulsion motor
Type of vessel
Propulsion type: Shaft line, thruster, pod,
Propeller type: FPP, CPP
Operational profile
Class notation: Propulsion redundancy, ice class,
Ship design points
Propulsion power: At sea, maneuvering, at port,
Sea margin
Electrical power: At sea, maneuvering, at port,
Efficiency of DE plant: Typically = 91%
Efficiency of alternators: Typically = 96% - 97%
Number and type of engines / gensets: Installed power
Max. allowed loading of engines: % of MCR
Maintenance of engines: At sea operation, at port,
Frequency choice: 50 / 60 Hz
Voltage choice: Low voltage, medium voltage
Number of switchboard sections
Alternator parameters: cos M, xd
Selection of converter type: PWM, LCI, Sinusoidal,
Selection of pulse number: 6p, 12p, 24p
layout
Countercheck DE
0840-0000MA2.fm
plant
Selection of supply transformer: Investigate transformer less

configuration (Active Front End)
Selection of E-propulsion motor type and no. of windings
THD mitigation method
Check Isc : Increase voltage, optimize xd,
Check availability of reactive power: Change number/type of alternators,

cos M,
Check THD limits: Increase pulse number, add filters,
End
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28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 9

8.4 Diesel-electric plant design
0840-0000MA2.fm
The requirements of a project will be considered in

an application specific design, taking into account
the technical and economical feasibility and later
operation of the vessel. In order to provide you
with appropriate data, please fill the form "dieselelectric plant layout data" see "Section 9.8.1: Dieselelectric plant layout data, page 9-29" or
http://www.mandieselturbo.com/0000855/
Products/Marine-Engines-and-Systems/
GenSet-and-Diesel-Electric-Drives/
Diesel-Electric--Plant.html and return it to your
sales representative.
Page 8 - 10
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.5 Engine selection
8.5
Engine selection
The engines for a diesel-electric propulsion plant

have do be selected accordingly to the maximum
power demand at the design point. For a concept
evaluation the rating, the capability and the loading
of engines can be calculated like this:
Example: Offshore Construction Vessel (at design
point)
Propulsion power demand (at E-motor shaft)

7,200 kW (incl. sea margin)
Max. electrical consumer load . . . 1,800 kW
No.
Item
Unit
1.1
Shaft power on propulsion motors
PS [kW]
7,200
0.91
Electrical transmission efficiency

1.2
Engine power for propulsion
PB1 [kW]
7,912
2.1
Electric power for ship (E-Load)
[kW]
1,800
0.96
Alternator efficiency
2.2
Engine power for electric consumers
PB2 [kW]
1,875
2.3
Total engine power demand (= 1.2 + 2.2)
[kW]
9,787
3.1
Diesel engine selection
Type
9L27/38
3.2
Rated power (MCR)
[kW]
2,970
3.3
Number of engines
3.4
Total engine power installed
PB [kW]
11,880
4.1
Loading of engines (= 2.3/3.4)
% of MCR
82.4
5.1
Check: Max. allowed loading of engines
0850-0000MA2.fm
Table 8-1
90.0
Evaluation of the engines for a diesel-electric propulsion plant
For the detailed selection of the type and number

of engines furthermore the operational profile of
the vessel, the maintenance strategy of the engines and the boundary conditions given by the
general arrangement have to be considered. For
the optimal cylinder configuration of the engines
often the power conditions in port is decisive.
C-BB
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 11
0850-0000MA2.fm
8.5 Engine selection
Page 8 - 12
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.6 E-plant, switchboard and alternator design
8.6
E-plant, switchboard and alternator design
The configuration and layout of an electrical propulsion plant, the main switchboard and the alternators follows some basic design principles. For a
concept evaluation the following items should be
considered:
A main switchboard which is divided in sym-
metrical sections is reliable and redundancy requirements are easy to be met.
An even number of GenSets/alternators en-
sures the symmetrical loading of the bus bar

sections.
Electrical consumers should be arranged symmetrically on the bus bar sections.
The switchboard design is mainly determined
by the level of the short circuit currents which

have to be withstand and by the breaking capacity of the circuit breakers (CB).
The voltage choice for the main switchboard
depends on several factors. On board of a vessel it is usually handier to use low voltage. As a
rule of thumb the following table can be used:
Total installed alternator power [MWe]
Voltage [V]
Breaking capacity of CB [kA]
440
100
690
100
< 48
6,600
30
< 130
11,000
50
< 10
12
(and: Single propulsion motor < 3.5 MW)

< 13
15
(and: Single propulsion motor < 4.5 MW)
Rule of thumb for the voltage choice
0860-0000MA2.fm
Table 8-2
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28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 13

The design of the alternators and the electric
plant always has to be balanced between voltage choice, availability of reactive power, short
circuit level and allowed total harmonic distortion (THD).
On the one hand side a small xd of the alter-
nators increases the short circuit current Isc,

which also increase the forces the switchboard
has to withstand (F ~ Isc ^ 2). This may lead to
the need of a higher voltage. On the other side
a small xd gives a lower THD. As a rule of
thumb a xd=16 % is a good figure for low 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:
Alternators
Short circuit level [kA] (rough)
Legend
n * Pr //(3 * Ur * xd * cos Grid)
n: No. of alternators connected

Pr: Power of alternator [kWe]
Ur: Rated voltage [V]
xd: Subtransient reactance [%]
cos : Power factor of the network
(typically = 0.9)
Motors
n * 6 * Pr / (3 * Ur * xd * cos Motor)
N: No. of motors (directly) connected

Pr: Power of motor [kWe]
xd: Subtransient reactance [%]
cos : Power factor of the motor
(typically = 0.85 0.90 for an induction motor)
Converters
Table 8-3
Frequency converters do not contribute to

the Isc
Fomulas for a rough estimation of the short circuit curents
The dimensioning of the panels in the main
0860-0000MA2.fm
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:
Page 8 - 14
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

Type of switchboard panel
Rated current [kA]
Legend
Alternator incoming
Pr / (3 * Ur * cos Grid)
Pr: Power of alternator [kWe]

cos : Power factor of the network
(typically = 0.9)
Transformer outgoing
Sr / (3 * Ur)
Sr: Apparent power of transformer [kVA]

Motor outgoing (Induction

motor controlled by a PWMconverter)
Pr / (3 * Ur * cos Converter * nMotor * nConverter)

cos : Power factor converter
(typically = 0.95)
nMotor: typically = 0.96
nConverter: typically = 0.97
Motor outgoing (Induction

motor started: DoL, Y/,
Soft-Starter)
Pr / (3 * Ur * cos Motor * nMotor)

cos : Power factor motor
(typically = 0.85...0.90)
nMotor: typically = 0.96
Table 8-4
Formulas for a concept evaluation
The choice of the type of the E-motor depends
on the application. Usually induction motors are

used up to a power of 7 MW (nMotor: typically =
0.96). If 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 gearbox),
for ice going or pod-driven vessels often synchronous E-motors (nMotor: typically = 0.97) are
used.
In plants with frequency converters based on
by using supply transformers for the frequency

converters with a 30 phase shift between the
two secondary windings, which cancel the
dominant 5th and 7th harmonic currents. Also
an increase in the pulse number leads to lower
THD. Using 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 rectifier) or in a 6-pulse configuration usually THDfilters are necessary to mitigate the THD on the
sub-distributions.
The final layout of the electrical plant and the components has always to be based on a detailed
analysis and a calculations of the short circuit levels, the load flows and the THD levels as well as on
an economical evaluation.
0860-0000MA2.fm
VSI-technology (PWM type) the converter

themselves can deliver reactive power to the
E-motor. So often a power factor cos = 0.9
is a good figure to design 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 unnecessary
starts of (standby) alternators.
The harmonics can be improved (if necessary)
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Page 8 - 15
0860-0000MA2.fm
Page 8 - 16
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.7 Over-torque capability
8.7
Over-torque capability
In diesel-electric propulsion plants, which are running with a fix pitch propeller, the dimensioning of
the electric propulsion motor has to be done accurately, in order to have sufficient propulsion power
available. As an electric motor produces torque,
which directly defines the cost (amount of copper),
weight and space of the motor, it has to be 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 because of heavy weather or icy
conditions).
Usually a constant power range of 5 10 % is applied on the propulsion (Field weakening range),
where constant E-motor power is available.
E- Motor available torque
Power
Field weakening range
120%
Over-torque capability
100%
E-Motor power
80%
Propeller power
60%
40%
20%
rpm
0%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
rpm
0%
10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Nominal conditions
Request for additional power / torque
Example: Over-torque capability of a E-propulsion train for a FPP-driven vessel
0870-0000MA2.fm
Figure 8-3
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Page 8 - 17
0870-0000MA2.fm
8.7 Over-torque capability
Page 8 - 18
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.8 Protection of the electric plant
8.8
Protection of the electric plant
In an electric propulsion plant protection devices

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 always
depend on the plant configuration and the operational requirements. During the detailed engineering phase calculations like a short circuit and an
earth fault calculation and a selectivity and protection device coordination study have to be made, in
order to get the correct parameter settings and to
decide, which event/fault should alarm only or trip
the circuit breaker.
Bus tie feeder:

- Short circuit
- Earth fault
- Synchronizing check
- Differential protection (in ring networks)
Transformer feeder:
- Short circuit
- Over-current
- Earth fault
A typical protection scheme may include the following functions (Example):
- Thermal overload/image
Main switchboard:
- Differential protection (for large transformers)
- Over and under-voltage
- Under-voltage
Motor feeder:
- Earth fault
- Short circuit
Alternator:
- Short circuit
- Over-current
- Over-current
- Earth fault
- Stator earth fault
- Under-voltage
- Reverse power
- Thermal overload/image
- Phase unbalance, Negative phase sequence
- Motor start: Stalling I2 t, number of starts
- Differential protection
- Motor windings and bearings over-temperature
- Over- and under-frequency
- Motor cooling air/water temperature
- Over- and under-voltage

- Alternator windings and bearings over-temperature
- Alternator cooling air/water temperature
- Synchronizing check
0880-0000MA2.fm
- Over- and under-excitation (Loss of excitation)
C-BB
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 19
0880-0000MA2.fm
8.8 Protection of the electric plant
Page 8 - 20
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.9 Drive control
8.9
Drive control
The drive control system is a computer controlled

system for the speed converters/drives, providing
network stability in case of sudden/dynamical load
changes. It ensures safe operation of the converters with constant and stable power supply to the
E-propulsion motors and avoids the loss of power
under all operational conditions. Usually the propulsion is speed controlled. So the system keeps
the reference 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 system
and several other ship control and automation
systems. The functionality of the drive control system depends on the plant configuration and the
operational requirements.
The main tasks of the drive control system can be
summarized as follows:
Control of the converters/drives, including the

speed reference calculation
Control of drive/propeller speed according to

the alternator capability, including anti-overload
prevention
Control of power and torque. It takes care of

the limits
Control of the converter cooling
0890-0000MA2.fm
For some applications (e.g. for ice going vessels,

for rough sea conditions, etc, where load torque
varies much and fast) often a power control mode
is applied, which reduces the disturbances on the
network and smoothens the load application on
the diesel engines.
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Page 8 - 21
0890-0000MA2.fm
8.9 Drive control
Page 8 - 22
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
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8.10 Power management
8.10
Power management
Power reservation
The main function of a power management system is to start and stop GenSets/alternators according to the current network load and the online
alternator capacity. The power management system takes care that the next alternator will be started, if the available power (= Installed power of all
connected alternators current load) 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. It also blocks heavy consumers to be started or sheds (unnecessary) consumers, if there is not enough power available, in order
to avoid unstable situations.
Class rules require from GenSets/alternators 45
seconds for starting, synchronizing and beginning
of sharing load. So it is always a challenge for the
power management system to anticipate the situ-
ation in advance and to start GenSets/alternators

before consumers draw the network and overload
the engines. Overloading an engine will soon decrease the speed/frequency with the danger of
motoring the engine, as the flow of power will be
altered from network to alternator (Reverse power). 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:
Number Alternators connected

Load stop (n=4)
4
Load stop (n=3)

3
Load start (n+1)

Load start (n=3)
PMS Start/stop
0811-0000MA2.fm
Figure 8-4
Load start (n=4)
C-BB
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 23

For example the load depending start/stop of

GenSets/alternators is shown in the next table. It
can be seen that the available power depends on
the status of the GenSets/alternators when they
get their starting command. As an example a plant
with 4 GenSets/alternators is shown:
No. of alternators
connected
Alternator
load
Available power (Power reserve) via load

pick-up by the running GenSets
Time to accept
load
85 %
2 x 15 % = 30 %
0...10 sec
87 %
3 x 13 % = 39 %
0...10 sec
90 %
4 x 10 % = 40 %
0...10 sec
Alternator
load
Available power (Power reserve) by starting

a standby1) GenSet
Time to accept
load
70 %
2 x 30 % = 60 %
< 1 min
75 %
3 x 25 % = 75 %
< 1 min
80 %
4 x 20 % = 80 %
< 1 min
Table 8-5
Load depending start/stop of GenSets/alternators
No. of alternators
connected
Table 8-6
Load depending start/stop of GenSets/alternators
1) Preheated,
prelubricated, etc. see "Section 2.5.2: Starting conditions and load application for diesel-electric plants, page 2-35".
The available power for this example could look

like this:
Time
> 1 min
0 sec
0%
Figure 8-5
Page 8 - 24
30%
40%
60%
80%
Available power
(Power reserve)
PMS Power Start-in-time
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB
0811-0000MA2.fm
10 sec

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/alternators
Fault
dependent start/stop of standby

GenSets/alternators in cases of under-frequency and/or under-voltage.
Start of GenSets/alternators in case of a blackout (black-start capability)
Determining and selection of the starting/stopping sequence of GenSets/alternators
Start and supervise the automatic synchronization of alternators and bus tie breakers
Balanced and unbalanced load application and
sharing between GenSets/alternators. Often an

emergency program for quickest possible load
acceptance is necessary.
Regulation of the network frequency (with static

droop or constant frequency)
Distribution of active load between alternators

Distribution of reactive load between alternators
Handling and blocking of heavy consumers

Automatic load shedding
Tripping of non-essential consumers
Bus tie and breaker monitoring and control
0811-0000MA2.fm
All questions regarding the functionality of the

power management system have to be clarified
with MAN Diesel & Turbo at an early project stage.
C-BB
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 25
0811-0000MA2.fm
Page 8 - 26
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

8.11 Example configurations of diesel-electric propulsion plants
8.11
Example configurations of diesel-electric propulsion plants
Offshore Support Vessels

The term Offshore Service & Supply Vessel includes a large class of vessel types, such as Platform
Supply
Vessels
(PSV),
Anchor
Handling/Tug/Supply (AHTS), Offshore Construction Vessel (OCV), Diving Support Vessel (DSV),
Multipurpose Vessel, etc.
Figure 8-6
Electric propulsion is the norm in ships which frequently require dynamic positioning and station
keeping capability. Initially these vessels mainly
used variable speed motor drives and fixed pitch
propellers. Now they mostly deploy variable speed
thrusters and they are increasingly being equipped
with hybrid diesel-mechanical and diesel-electric
propulsion.
Example: Diesel-electric configuration of a PSV
In modern applications often frequency converters

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
Active Front End
Supply transformer
-
Type of E-motor
Pros & cons
Induction
+ Transformer less solution

+ Less space and weight
0812-0000MA2.fm
THD filter required

Table 8-7
C-BB
Pros & cons of Active Front End
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 27

LNG Carriers
A propulsion configuration with two high speed
E-motors (e.g. 600 RPM or 720 RPM) and a reduction gearbox (Twin-in-single-out) is a typical
configuration, which is used at LNG carriers where
the installed alternator power is in the range of
about 40 MW. The electrical plant fulfils high 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 (redundant) of a LNG carrier with geared transmission, single screw and
FP propeller
Supply transformer
Type of E-motor
Pros & cons
VSI with PWM
24 pulse
Synchronous
+ High propulsion power

+ High drive & motor efficiency
+ Low harmonics
Heavy E-plant configuration
Table 8-8
Pros & cons of VSI with PWM
Page 8 - 28
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
0812-0000MA2.fm
For ice going carriers and tankers also podded

propulsion is a robust solution, which has been
applied in several vessels.
C-BB

Cruise and ferries

Passenger vessels cruise ships and ferries are
an important application field for diesel-electric
propulsion. Safety and comfort are paramount.
New regulations, as Safe Return to Port, require
a high reliable and redundant electric propulsion
plant and also onboard comfort is a high priority,
allowing only low levels of noise and vibration from
the ships machinery.
A typical electric propulsion plant is shown in the
example below.
Figure 8-8
Example: Diesel-electric configuration (redundant) of a cruise liner, twin screw, gear less
Supply transformer
Type of E-motor
Pros & cons
VSI with PWM
24 pulse
Synchronous
+ Highly redundant & reliable
(slow speed 150 RPM)
+ High drive & motor efficiency

+ Low noise & vibration
Complex E-plant configuration
Table 8-9
Pros & cons of VSI with PWM and slow speed
0812-0000MA2.fm
For cruise liners often also geared transmission is

applied as well as pods.
C-BB
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 29

For a RoPax ferry almost the same requirements

are valid as for a cruise liner.
The figure below shows an electric propulsion
plant with a classical configuration, consisting of
high speed E-motors (900 RPM or 1,200 RPM),
geared transmission, frequency converters and
supply transformers.
Figure 8-9
Example: Diesel-electric configuration (redundant) of a RoPax ferry, twin screw, geared transmission
Supply transformer
Type of E-motor
Pros & cons
VSI-type
12 pulse,
Induction
+ Robust & reliable technology
(with PWM technology)
two secondary windings,

30 phase shift
More space & weight (compared

to transformer less solution)
Pros & cons of VSI-type (with PWM technology)
0812-0000MA2.fm
Table 8-10
+ No THD filters
Page 8 - 30
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB

Advanced applications
As MAN Diesel & Turbo works together with different suppliers for diesel-electric propulsion plants
an optimal matched solution can be designed for
each application, using the most applicable components from the market (Freedom of choice). The
following example shows a smart solution, patented by STADT AS (Norway).
In many cases a combination of an E-propulsion
motor, running on two constants speeds (Medium,
high) and a pitch controllable propeller (CPP) gives
a high reliable and compact solution with low electrical plant losses.
Figure 8-10
Example: Diesel-electric configuration (redundant) of a RoRo, twin screw, geared transmission
Sinusoidal drive
Supply transformer
-
Type of E-motor
Pros & cons
Induction
+ Highly reliable & compact
(Patented by STADT AS)
+ Low losses
+ Transformer less solution
+ Low THD (No THD filters
needed)
Only applicable with a CP
0812-0000MA2.fm
propeller
Table 8-11
C-BB
Pros & cons of Sinusoidal drive (Patented by STADT AS)
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
Page 8 - 31
0812-0000MA2.fm
Page 8 - 32
28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64
C-BB
======
Annex
Page 9 - 1
Page 9 - 2
Annex
9.1.1 General
9.1
Safety instructions and necessary safety measures
The following list of basic safety instructions in

connection with further engine documentation like
user manual and working instructions should 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 engine.
Following prerequisites need to be fulfilled:
Layout, calculation, design and execution of
the plant according to the latest state of the art.
All relevant classification rules, rules, regulations and laws are considered, evaluated and
are included in the system planning.
The project-specific requirements of MAN

Diesel & Turbo regarding the engine and its
connection to the plant will be implemented.
In principle always apply the more stringent re-
0800-0000AA2.fm
quirements of a specific document, if its relevance is given for the plant.
D-BB
Page 9 - 3
Annex
9.1.2 Safety equipment/measures provided by plant-side
9.1.2
Safety equipment/measures provided by plant-side
Following safety equipment respectively safety measures must be provided by plant-side

The turning gear has to be equipped with an
optical and acoustic warning device with delayed 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 optimal positioning of the operator, overlooking the
entire hazard area (a cable of approx. 20 m
length is recommended).
It 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 unauthorized entry
- only trained personnel is allowed to operate
the turning gear
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 planning.
Setting up storage areas

Throughout the plant suitable storage areas
has to be determined for stabling of components and tools.
Thereby it is important to ensure stability, carrying capacity, accessibility. The quality structure
of the ground has to be considered (slip resistance, resistance against residual liquids of the
stored components, consideration of the transport and traffic routes).
Proper execution of the work
To protect against unintentional restarting of the

engine while maintenance work a disconnection and depressurization of the engines starting air system must be possible. A lockable
starting air stop valve must be provided in the
starting air pipe to the engine.
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 electrical
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.
To protect against unintentional turning of the
Connection exhaust port turbocharger at the
Safeguarding of the surrounding area of the fly-
The connection between exhaust port turbocharger and exhaust gas system of the plant
has to be executed gas tight and must be
equipped with a fire proof insulation.
Protection of the starting air pipe
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.
wheel
The entire area of the flywheel has to be safeguarded by plant-side.

Special care must be taken, inter alia, to prevent from: ejection of parts, contact with moving machine parts and falling into the flywheel
area.
Page 9 - 4
engine to the exhaust gas system of the plant
The surface temperature of the fire insulation

must remain at least below 220 C.
In workspaces and traffic areas a suitable contact protection has to be provided which surface temperature must remain at least below
60 C.
D-BB
0800-0000AA2.fm
Securing of the engines turning gear.
Annex
The connection has to be equipped with compensators for longitudinal expansion and axis
displacement in consideration of the occurring
vibrations.
(The flange of the turbocharger reaches temperatures of up to 450 C).
Generally any ignition sources, smoking, open
fire in the maintenance and protection area of

the engine is prohibited
Smoke detection systems and fire alarm systems have to be provided
Signs
a) Following figure shows exemplary the declared risks in the area of a combustion engine.
This may vary slightly for the specific engine.
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 additionally to acoustic
warning signals optical warning signals (e.g.
flash lamp) should be provided.
In 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 provided in the engine room to avoid endangering
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 turbocharger are ignitable. It 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.
In case of an installed suction system it has to
be ensured that it will be not stopped before at
least 20 minutes after engine shutdown.
Drainable supplies and excipients
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.
b) Prohibited area signs
0800-0000AA2.fm
Dependent on the application it is possible that

specific operating ranges of the engine must be
prohibited.
In these cases the signs will be delivered together with the engine, which have to be
mounted clearly visible on places at the engine
which allow intervention to the engine operation.
D-BB
Supply system and excipient system must be

drainable and must be secured against unintentional recommissioning (EN 1037).
Sufficient ventilation at the filling, emptying and
ventilation points must be ensured.
The residual quantities which must be emptied
have to be collected and disposed proper.
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.
Page 9 - 5
Annex
Composition of the ground

Accordingly to the physical and chemical characteristics of in the plant used excipients and
supplies, the ground, workspace, transport/traffic routes and storage areas have to be
designed.
Safe work for maintenance and operational
staff must always be possible.
Emergency stop system

The emergency stop system requires special
care during planning, realization, commissioning 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.
Adequate lighting
Light sources for an adequate and sufficient
lighting must be provided by plant-side. Thereby the current guidelines should be followed.
(100 Lux is recommended, see also DIN EN
1679-1)
Working platforms/scaffolds
For work on the engine working platforms/scaffolds must be provided and further safety precautions must be planned. Among other
things, it must be possible to work secured 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 designed failsafe to ensure a regular engine operation.
In case of air intake is realized through piping

and not by means of the turbochargers intake
silencer, appropriate measures for air filtering
must be provided. It must be ensured that particles exceeding 5 m will be restrained by an
air filtration system.
Quality of the intake air

It has to be ensured that combustible media will
not be sucked in by the engine.
0800-0000AA2.fm
Intake air quality according to the relevant section of the project guide has to be guaranteed.
Page 9 - 6
D-BB
Annex
9.2 Programme for Factory Acceptance Test (FAT)
9.2
Programme for Factory Acceptance Test (FAT)
The following table shows the operating points to be considered during acceptance test run.
All engines
Operating points
ABS
1)
BV
2)
3)
GL
4)
RIN
a6)
JG7)
(NK)
IACS
MAN Diesel &

Turbo programme with
acceptance by
classification
society
9)
8)
Operational test of
the attached
safety devices
Speed: According to propeller curve or constant
100 %10)
60
60
30
60
60
60
20 (60)
110 %
30
30
30
30
30
30
20 (30)
M11)
3011)
3012)
60
3045
60
30
85 %
M12)
75 %
M11)
20 (30)
30
50 %
20 (30)
30
25 %
20 (30)
30
Low speed and/or

idling
30

(MCR)
Marine aux. engines
5)
Governor test
90 %
Constant speed
100 %10)
60
60
30
60
60
60
20(60)
60
60
110 %
30
30
30
30
30
30
20(30)
30
30
75 %
20(30)
30
50 %
20(30)
30
25 %
20(-)
30
idling = 0 %
30
Table 9-1
M
LR
Starting attempts

(MCR)
Marine main engines
DNV
Test conditions of four-stroke marine engines
= Measurement at a steady state
1)
ABS = American Bureau of Shipping

= Bureau Veritas
3)
DNV = Det Norske Veritas
4) GL = Germanischer Lloyd
5) LR = Lloyds Register of Shipping
0801-0000MA2.fm
2) BV
F-BA
Page 9 - 7
Annex
9.2 Programme for Factory Acceptance Test (FAT)
6)
RINa = Registro Italiano Navale

JG =Japanese government
8) NK
=Nippon Kaiji Kyoka
9) ACS =International Association of
Classification Societies
10)
Two service recordings at an interval of 30 min.
11)
Could be replaced by MCR load point 85 %.
12)
Replacement for 11).
7)
The selection of the measuring points and the

measuring method are fixed in accordance with
ISO Standard 3046-1 and the specifications of the
classification societies.
The execution of the test run according to this
guideline will be confirmed in writing by the customer 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 inspected, as far as this is possible without disassembly.
Only in exceptional cases (e. g. if required by the
customer/the classification society), will components be dismantled.
0801-0000MA2.fm
The works test will be accomplished with MGO or

MDO. Heavy fuel oil is not available at the serial
test beds.
Page 9 - 8
F-BA
Annex
9.3 Engine running-in
9.3
Engine running-in
Prerequisites
Operating media
Engines require a run-in period:
The run-in period may be carried out preferably

using diesel fuel or gas oil. The fuel used must
meet the quality standards see "Section: Specifica-
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 operating hours).
tion for engine supplies" "Specification for lubricating oil

(SAE 40) for operation with marine gas oil, diesel oil
(MGO/MDO) and biofuels" or "Specification for lubricating oil used for pure gas operation" 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 operation with the fuel intended as the ignition oil.
Supplementary information
Lube oil
Operating Instructions
The run-in lube oil must match the quality standards, with regard to the fuel quality.
During the run-in procedure the unevenness of the

piston-ring surfaces and cylinder contact surfaces
is removed. The run-in period is completed once
the first piston ring perfectly seals the combustion
chamber. I.e. the first piston ring should show an
evenly worn contact surface. If 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 contact surfaces of the cylinder. The oil film will be destroyed in such locations.
The result is material damage (e.g. burn marks) on
the contact surface 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 regarded as approximate values.
Engine run-in
Cylinder lubrication (optional)

The cylinder lubrication must be switched to "Running In" mode during completion of the run-in procedure. This is done at the control cabinet or at the
control panel (under "Manual Operation"). This ensures that the cylinder lubrication is already activated over the whole load range when the engine
starts. The run-in process 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
Inspections 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

0802-0000MA2.fm
at full load respectively after operational output

level has been reached.
dJ__
Page 9 - 9
Annex
The bearing temperatures (camshaft bearings,

big-end and main bearings) 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 output
level, the operating data (ignition pressures, exhaust gas temperatures, charge pressure, etc.)
must be tested and compared with the acceptance report.
Standard running-in programme

Dependent on the application the run-in programme can be derived from the figures in "Paragraph: 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 always subjected to a test run in the manufacturers
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 components

If during revision work the cylinder liners, pistons,
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 conducted according to
following figures or according to the associated
explanations.
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
"Inspections", and following figures must be observed.
Idling at higher speeds for long periods of operation 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 engine.
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. Moreover, it is
possible that the charge air and exhaust 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 acceleration
and possibly with other engine trouble (leaking piston rings, piston wear) should be expected.
Therefore, after a longer period of low load operation ( 500 hours of operation) 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.
0802-0000MA2.fm
The cylinder liner may be re-honed according to

Work Card 050.05, if it is not replaced. A transportable 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 bearings)
Page 9 - 10
dJ__
Annex
Diagrams of standard running-in
Speed [%]
Output [%]
100
90
Engine speed
80
70
60
50
Engine output
(specified range)
40
30
20
10
0
0
Figure 9-2
0,5
1,5
2
2,5
3
3,5
Running in period [h]
4,5
5,5
Standard running-in programme for engines operated with constant speed of the types: 32/40, 32/40G,
32/44CR, 35/44DF, 35/44G
Speed [%]
Output [%]
100
90
Engine speed
80
70
60
50
Engine output
(specified range)
40
30
20
10
0802-0000MA2.fm
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8
Figure 9-3
dJ__
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
Page 9 - 11
Annex
Speed [%]
Output [%]
100
A
90
80
70
60
50
40
30
Engine output
(specified range)
0
Figure 9-4
0,5
1,5
Engine speed range

A Controllable-pitch propeller
B Fixed-pitch propeller
2
2,5
3
3,5
4,5
20
10
0
5,5
Standard running-in programme for marine engines (variable speed) of the types: 28/33D, 32/40, 32/44CR
Speed [%]
Output [%]
100
A
90
80
70
60
50
40
30
Engine speed range

A Controllable-pitch propeller
B Fixed-pitch propeller
20
10
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8

Figure 9-5
Page 9 - 12
Standard running-in programme for marine engines (variable speed) of the types: 40/54, 48/60B, 48/60CR,
58/64
dJ__
0802-0000MA2.fm
Engine output
(specified range)
^
9.4 Definitions
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 electricity) 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 engines
(e.g. emergency alternator) could be restored at
any time.
- Right side
On a right-hand engine, the right side is the
exhaust side and on a V-engine it is cylinder
bank B.
Designation of cylinders
The cylinders are numbered in sequence, from
the coupling side, 1, 2, 3 etc. In 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-B2B3, etc.
Controllable pitch propeller (CPP) 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 (KS)
The coupling side is the main engine output
side and is the side to which the propeller,
the alternator or other working machine is
coupled.
- Free engine end/counter coupling side,
CCS (KGS)
The free engine end is the front face of the
engine opposite the coupling side.
0803-0000MA2.fm
- Left side
On a left-hand engine, the left side is the exhaust side and on a V-engine it is cylinder
bank A.
dJ__
Figure 9-6
Designation of cylinders
Page 9 - 13
^
9.4 Definitions
Direction of rotation
GenSet application (also applies to auxiliary engines

on board ships)
Engine and electrical alternator mounted together
form a single piece of equipment to supply electrical power in places where electrical power (central
power) is not available, or where power is needed
only temporarily. Standby GenSets are kept ready
to supply power during temporary interruptions of
the main supply.
The mean output range of the engine is between
40 to 80 %.
Loads beyond 100 % up to 110 % of the rated
output are permissible only for a short time to provide additional power for governing purpose only.
Gross calorific value (GCV)
Figure 9-7
Designation: Direction of rotation
Diesel-electric
Engine and electrical alternator mounted together
to supply electrical power to drive an electric motor. 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 (FPP) application
A fixed pitch propeller is driven by the engine. The
FPP is always working very close to the theoretical
propeller curve (power input ~ n3). A higher torque
in comparison to the CPP even at low rotational
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.
This value suppose that the water of combustion

is entirely condensed and that the heat contained
in the water vapor is recovered.
Net calorific value (NCV)
This value suppose that the products of combustion contains the water vapor and that the heat in
the water vapor is not recovered.
Off-shore application
Offshore construction and offshore drilling places
high requirements regarding the engines acceleration and load application behaviour. Higher requirements exist also regarding the permissible
engines inclination.
15 to 60 %. Acceleration from engine start up to
100 % load must be possible within a specified
time.
0803-0000MA2.fm

80 to 95 % of its available output and the fuel consumption is optimised at 85 % load.
Page 9 - 14
dJ__
^
9.4 Definitions
Output
ISO-standard-output (as specified in DIN ISO

3046-1)
Maximum continuous rating of the engine at

nominal speed under ISO-conditions, provided
that maintenance is carried out as specified.
MCR
Maximum continuous rating = rated power
ECR
Economic continuous rating = output of the engine with the lowest fuel consumption
Operating-standard-output (as specified in DIN
Suction dredge application (mechanical drive of

pumps)
Maximum continuous rating of the engine at

nominal speed taking in account the kind of application 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.
For direct drive of the suction dredge pump by the

engine via gear box the engine speed is directly influenced by the load on the suction pump.
ISO 3046-1)
Fuel stop power (as specified in DIN ISO 30461)
Fuel stop power defines the maximum rating of

the engine theoretical possible, if the maximum
possible fuel amount is used (blocking limit).
Rated power (in accordance to rules of Germanischer Lloyd)
Maximum possible continuous power at rated

speed and at defined ambient conditions, provided that maintenances carried out as specified.
Overload power (in accordance to rules of Germanischer Lloyd)
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

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.
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
working close to the theoretical propeller curve
(power input ~ n3).
to 10 % at maximum torque is allowed.
80 to 95 % of its available output and the fuel consumption is optimised at 85 % load.
0803-0000MA2.fm
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
dJ__
Page 9 - 15
0803-0000MA2.fm
9.4 Definitions
Page 9 - 16
dJ__
Annex
9.5 Symbols
9.5
Symbols
Note!
The symbols shown should only be seen as examples and can differ from the symbols in the
diagrams.
Symbols used in functional and pipeline diagrams 1
0805-0000AA2 .fm
Figure 9-8
hJ^g
Page 9 - 17
Annex
9.5 Symbols

0805-0000AA2 .fm
Figure 9-9
Page 9 - 18
hJ^g
Annex
9.5 Symbols
0805-0000AA2 .fm
Figure 9-10
hJ^g
Page 9 - 19
Annex
9.5 Symbols
0805-0000AA2 .fm
Figure 9-11
Page 9 - 20
hJ^g
Annex
9.6
Preservation, packaging, storage
9.6.1
General information
Introduction
Engines are internally and externally treated with
preservation agent before delivery.
The type of preservation and packaging must be
adjusted to the means of transport and to the type
and period of storage.
Improper storage may cause severe damage to
the product.
Packaging and preservation of engine
The type of packaging depends on the requirements imposed by means of transport and storage period, climatic and environmental effects
during transport and storage conditions as well as
on the preservative agent used.
As standard, engines are preserved for a storage
period of 12 months and for sea transport.
Note!
The packaging must be protected against
damage. It must only be removed when a 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 transport and
that the corrosion protection remains fully intact for
a period of at least 12 months when stored in a
roofed dry room.
Transport
0806-0000AA2.fm
Transport and packaging of the engine, assemblies and engine parts must be coordinated.
After transportation, any damage to the corrosion
protection and packaging must be rectified,
and/or MAN Diesel & Turbo must be notified immediately.
bJ_^
Page 9 - 21
Annex
9.6.2 Storage location and duration
9.6.2
Storage location and duration
Storage location
Storage conditions
Storage location of engine
In general the following requirements must be met:
As standard, the engine is packaged and preserved for outdoor storage.
Minimum ambient temperature. . . . . .10 C
The storage location must meet the following requirements:
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 requirements:
Parts are protected against environmental effects and the elements.
Maximum ambient temperature . . . . +60 C

Relative humidity . . . . . . . . . . . . . . . . < 96%
In 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
reached:
maximum
storage
period
is
Check the condition of the stored engine, assemblies and parts.
Renew the preservation or install the engine or

components at their intended location.
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!
0806-0000AA2.fm
Packaging made of or including VCI paper or

VCI film must not be opened or must be closed
immediately after opening.
Page 9 - 22
bJ_^
Annex
9.6.3 Follow-up preservation when preservation period is exceeded
9.6.3
Follow-up preservation when preservation period is exceeded
A follow-up preservation must be performed before the maximum storage period has elapsed, i.e.
generally after 12 months.
Please request assistance by authorised personnel 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 location.
Remove outer protective layers, any foreign body
from engine or component (VCI packs, blanking
covers, etc.), check engine and components for
damage and corrosion, perform corrective measures, if required.
The preservation agents sprayed inside the engine
do not require any special attention. They will be
washed off by engine oil during subsequent engine operation.
0806-0000AA2.fm
Please contact MAN Diesel & Turbo if you have

any questions.
bJ_^
Page 9 - 23
Annex
0806-0000AA2.fm
9.6.4 Removal of corrosion protection
Page 9 - 24
bJ_^
^
9.7 Engine colour
9.7
Engine colour
There are three different colour groups for colouring the engine:
Note!
This colour tables are only for overview, there
are no payables in regard to the colour shade.
For the accurate colour shades please see
RAL colour table.
RAL colour group 1 (standard colour)
0807-0000MA2.fm
RAL 9006
_J^g
Page 9 - 25
Page 9 - 26
RAL 5011
RAL 5021
RAL 6001
RAL 6010
RAL 6019
RAL 6029
RAL 7001
RAL 7011
RAL 7026
RAL 7038
RAL 8001
RAL 8015
RAL 5010
RAL 5020
RAL 6000
RAL 6009
RAL 6018
RAL 6028
RAL 7000
RAL 7010
RAL 7024
RAL 7037
RAL 8000
RAL 8014
0807-0000MA2.fm
RAL 5001
RAL 5000
RAL 3007
RAL 8016
RAL 8002
RAL 7039
RAL 7030
RAL 7012
RAL 7002
RAL 6032
RAL 6020
RAL 6011
RAL 6002
RAL 5022
RAL 5012
RAL 5002
RAL 8017
RAL 8003
RAL 7040
RAL 7031
RAL 7013
RAL 7003
RAL 6033
RAL 6021
RAL 6012
RAL 6003
RAL 5023
RAL 5013
RAL 5003
RAL 8019
RAL 8004
RAL 7042
RAL 7032
RAL 7015
RAL 7004
RAL 6034
RAL 6022
RAL 6013
RAL 6004
RAL 5024
RAL 5014
RAL 5004
RAL 8022
RAL 8007
RAL 7043
RAL 7033
RAL 7016
RAL 7005
RAL 6024
RAL 6014
RAL 6005
RAL 5015
RAL 5005
RAL 8023
RAL 8008
RAL 7044
RAL 7034
RAL 7021
RAL 7006
RAL 6025
RAL 6015
RAL 6006
RAL 5017
RAL 5007
RAL 8024
RAL 8011
RAL 7045
RAL 7022
RAL 7008
RAL 6026
RAL 6016
RAL 6007
RAL 5018
RAL 5008
RAL 8025
RAL 8012
RAL 7046
RAL 7036
RAL 7023
RAL 7009
RAL 6027
RAL 6017
RAL 6008
RAL 5019
RAL 5009
VKT=b==
RAL colour group 2 (special request)
_J^g
_J^g
RAL 1013
RAL 1023
RAL 2001
RAL 1012
RAL 1021
RAL 2000
RAL 3013
RAL 3031
RAL 4002
RAL 3012
RAL 3027
RAL 4001
RAL 9002
RAL 9017
RAL 9001
RAL 9016
RAL 7047
RAL 7035
RAL 4010
RAL 3001
RAL 3000
RAL 2012
RAL 1001
RAL 1000
0807-0000MA2.fm
RAL 9018
RAL 9003
RAL 4003
RAL 3014
RAL 3002
RAL 2002
RAL 1024
RAL 1014
RAL 1002
RAL 9004
RAL 4004
RAL 3015
RAL 3003
RAL 2003
RAL 1027
RAL 1015
RAL 1003
RAL 9005
RAL 4005
RAL 3016
RAL 3004
RAL 2004
RAL 1028
RAL 1016
RAL 1004
RAL 4006
RAL 3017
RAL 3005
RAL 2008
RAL 1032
RAL 1017
RAL 1005
RAL 9007
RAL 4007
RAL 3018
RAL 2009
RAL 1033
RAL 1018
RAL 1006
RAL 9010
RAL 4008
RAL 3020
RAL 3009
RAL 2010
RAL 1034
RAL 1019
RAL 1007
9.7 Engine colour
RAL colour group 3 (special lacquering)
Page 9 - 27
0807-0000MA2.fm
VKT=b==
Page 9 - 28
_J^g
Annex
9.8.1 Diesel-electric plant layout data
9.8
Form
9.8.1
Diesel-electric plant layout data
In 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:
____________________________
Ice Class:
____________________________
0808-0000MA2.fm
Ambient conditions:
Max. machinery room temperature [C]:__________________________________________________
Max. sea water temperature [C]:
_____________________________________________________
Max. freshwater temperature [C]:
_____________________________________________________
I-BA
V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 9 - 29
Annex
Speed and margins

Speed:
Ship design speed [kn]:
_________________(at maximum shaft power)_____________________
Sea margin [%]:
____________________________________________________________
Max. allowed load of engines [%]: ______________% MCR

System and power demand
Main:
Shaft:
Single screw:
Twin screw:
Single in Single out

Tandem
Twin in Single out
Two shaft lines
2 x Twin in Single out
Steerable rudder propellers (=Azimuth thrusters)

Pods
_________________________________________________________________________________
Data for main:
FPP:
Number: _______________
Max. shaft power on E-motor (per propeller; including sea margin)
[kW]:
__________________________________________________________
Propeller revolution [RPM]: __________________________________________
Input speed (= E-motor RPM): _______________________________________
Reduction gearbox: yes
CPP
no
Number. _______________
Max. shaft power on E-motor (per propeller; including sea margin)
[kW]:
__________________________________________________________
no
0808-0000MA2.fm
Page 9 - 30
V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
I-BA
Annex
Azi. thruster:
Number: _______________
Max. shaft power on E-motor(per thruster; including sea margin)
[kW]:
__________________________________________________________
Propeller type: FPP ___
Pod:
CPP
Number: _______________
Max. shaft power on E-motor(per pod; including sea margin)
[kW]:
__________________________________________________________
E-motor speed [RPM]: ______________________________________________
_______________ Number: _______________

Max. shaft power on E-motor(each; including sea margin)
[kW]:
__________________________________________________________
no
Data for manoeuvring propulsors:
Bow thruster:
Number: _______________
[kW]:
__________________________________________________________
Stern thruster:
CPP
Number: _______________
[kW]:
__________________________________________________________
CPP
_______________ Number: _______________
Max. shaft power on E-motor(each; including sea margin

[kW]:
__________________________________________________________
0808-0000MA2.fm

I-BA
CPP
V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 9 - 31
Annex
Electrical load balance

Max. total electrical power demand at sea:
for main [kWel]: _______________________________________________________________________
for consumers of vessel [kWel]: ______________ __________________________________________
Max. total electrical power demand at manoeuvring:
for main [kWel]: _______________________________________________________________________
for manoeuvring propulsors [kWel]: ______________________________________________________
for consumers of vessel [kWel]: _________________________________________________________
Max. total electrical power demand at port:
for consumers of vessel [kWel]: _________________________________________________________
The five biggest electrical consumers of the vessel
(apart from main and manoeuvring propulsors):
Name: __________________________________________ kWel:_______________________________
Name: __________________________________________ kWel:_______________________________
Name: __________________________________________ kWel:_______________________________
Name: __________________________________________ kWel:_______________________________
Name: __________________________________________ kWel:_______________________________
0808-0000MA2.fm
Please provide us with a complete E-Load-Balance of the vessel.
Page 9 - 32
V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
I-BA
Annex
Electrical system and motors

Number of alternators: __________________________________________________________________
Capacity per alternator [kW]: _____________________________________________________________
Power factor: __________________________________________________________________________
Revolution of alternators [RPM]: __________________________________________________________
Frequency [Hz]: ________________________________________________________________________
Voltage level of alternator and MSB [V]: ____________________________________________________
Voltage levels of sub-switchboards [V]: _____________________________________________________
System grounding of MSB:
3-phase, 3-wire, isolated from hull

3-phase, 3-wire, isolated via high-resistive resistor
__________________________________________________________
Main E-motors:
Number of winding systems:
Speed control:
variable speed via frequency converter

constant speed (start via Y/-unit)
constant speed (start via Softstarter)
_______________________________________
0808-0000MA2.fm
Manoeuvring E-motors (i. e. bow thrusters):
1
2
variable speed via frequency converter
_______________________________________
I-BA
V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
Page 9 - 33
Annex
Dimensioning of frequency converter and E-motor

The design of the frequency converters and the torque capability of the E-motors is usually rated to a
constant power range of 90% 100% of the propeller revolution (i. e. for a FPP-driven vessel).
Figure 9-12
Power range
Torque capability
Standard: Constant power from 90%...100% of propeller RPM

Individual: Constant power form ________% to 100% of propeller RPM
Individual: Max. over-torque capability of the E-motor: ______________%
Single line diagram
0808-0000MA2.fm
Please provide us with a complete single line diagram of the vessel.
Page 9 - 34
V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64
I-BA
Annex
9.8.2 Propeller layout data
9.8.2
Propeller layout data
In 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.
Identification:________________________________________________________________________
Type of vessel:________________________________________________________________________
Figure 9-13
Propeller data sheet
1. S:________________mm W:_______________mm l:_______________mm (as shown above)

D:_________________mm
2. Stern tube and shafting arrangement layout
3. Propeller aperture drawing
4. Complete set of reports from model tank (resistance test, self- test and wake measurement). In case
model test is not available the next page should be filled in.
5. Drawing of lines plan
6. Classification society:_______________
Ice Class notation:_______________
7. Maximum rated power of shaft alternator:_______________
0808-0200MA2.fm
8. Optimisation condition for the propeller:

To obtain the highest propeller efficiency please identify the most common service condition for the
vessel.
Ship speed:_______________knEngine service load :________________%
Service/sea margin:_______________%Shaft gen service load:________________kW
Draft:_______________m
9. Comments:_________________________________________________________________________
10.Vessel main dimensions (Please fill-in if model test is not available).
D-BA
Page 9 - 35
Annex
9.8.2 Propeller layout data
Symbol
Unit
Length between perpendiculars
Lpp
Length of load water line
LwL
Breadth
Draft at forward perpendicular
TF
Draft at aft perpendicular
TA
Displacement
m3
Block coefficient (Lpp)
CB
Midship coefficient
CM
Waterplane area coefficient
CWL
m2
LCB
Propeller centre height above baseline
Bulb section area at forward perpendicular
AB
m2
Wetted surface with appendages

Centre of buoyancy forward pf Lpp/2
Table 9-2
Ballast
Loaded
Vessel main dimensions
11.Comments: _____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
Signature: ___________________________
0808-0200MA2.fm
Date: ____________________
Page 9 - 36
D-BA
Index
A
Acceleration times . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Capacities
Air vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-110
Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82
Aging (Increase of S.F.O.C.). . . . . . . . . . . . . . . . . . . . . 2-75

Air
Consumption (Jet Assist) . . . . . . . . . . . . . . . . . . 5-113
Flow rates, temperature . . . . . . . . . . . . . . . . 2-80I 2-84
Starting air consumption. . . . . . . . . . . . . . . . . . . . 2-72
Starting air vessels, compressors . . . . . . . . . . . . 5-109
Air vessel
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11
Air vessels
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-110
Alignment
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157
Alternator
Reverse power protection. . . . . . . . . . . . . . . . . . . 2-65
Charge air cooler

Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78
Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . . 2-78
Clearance
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115

Flow rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Common rail injection system . . . . . . . . . . . . . . . . . . . . 5-91
Arrangement
Attached pumps. . . . . . . . . . . . . . . . . . . . . . . . . 2-127
Engine arrangements . . . . . . . . . . . . . . . . . . . . . . 1-11
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123
Composition of exhaust gas . . . . . . . . . . . . . . . . . . . . . 2-99
Ambient conditions causes de-rating . . . . . . . . . . . . . . 2-21
Attached pumps
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78
Available outputs
Permissible frequency deviations . . . . . . . . . . . . . 2-59
Related reference conditions . . . . . . . . . . . . . . . . 2-19
B
Balancing of masses . . . . . . . . . . . . . . . . . . . . . . . . . 2-115
Bearing, permissible loads . . . . . . . . . . . . . . . . . . . . . 2-111
Blackout
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Black-start capability . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Marine_48-60B_IMO Tier IISIX.fm
Charge air
Blow-off device . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-12
By-pass device . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-12
Control of charge air temperature (CHATCO) 2-11I 2-13
Preheating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Temperature control . . . . . . . . . . . . . . . . . . . . . . . 2-13
Blowing-off the exhaust gas

Waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13
By-pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Compressed air system . . . . . . . . . . . . . . . . . . . . . . . 5-103

Condensate amount
Air vessel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Charge air cooler. . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Consumption
Fuel oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-113
Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Starting air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Controllable pitch propeller
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Cooler
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82
Heat to be dissipated . . . . . . . . . . . . . 2-78I 2-82I 2-86
Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Cooler specification
Nominal values . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82
Cooling water
Inspecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Specification for cleaning. . . . . . . . . . . . . . . . . . . .
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . .
Sytem description . . . . . . . . . . . . . . . . . . . . . . . . .
48/60B
4-45
4-37
4-47
5-45
5-50
Index - I
Crankcase vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43

Cylinder liner, removal of . . . . . . . . . . . . . . . . . . . . . . . 6-13
D
Damper
Moments of inertia Engine, flywheel . . . . . . . . . 2-113
Dead ship condition
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
De-rating, due to ambient conditions . . . . . . . . . . . . . . 2-21
Diesel fuel see Fuel oil
Diesel-electric operation. . . . . . . . . . . . . . . . . . . . . . . . 2-55
Engine running-in . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
Diesel-electric propulsion
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Drive control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Example of configuration . . . . . . . . . . . . . . . . . . . 8-27
Form for plant layout. . . . . . . . . . . . . . . . . . . . . . . 9-29
Plant design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Power management . . . . . . . . . . . . . . . . . . . . . . . 8-23
Dredge pumps
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
E
Earthing
Bearing insulation . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Use of welding equipment . . . . . . . . . . . . . . . . . . 2-68
ECR
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Engine
3D Engine Viewer . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157
Definition of engine rating . . . . . . . . . . . . . . . . . . . 2-18
Designation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5I 9-13
Equipment for various applicatons. . . . . . . . . . . . . 2-11
Moments of inertia Damper, flywheel . . . . . . . . 2-113
Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
Operation under arctic conditions . . . . . . . . . . . . . 2-27
Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Ratings for different applications . . . . . . . . . . . . . . 2-19
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . 5-115
Running-in
Diesel-electric operation
9-9
Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Engine atutomation
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Engine automation
Functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Installation requirements . . . . . . . . . . . . . . . . . . . . 3-21
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Measuring and control devices . . . . . . . . . . . . . . . 3-23
Supply and distribution . . . . . . . . . . . . . . . . . . . . . . 3-9
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Exhaust gas
Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
Emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
System description . . . . . . . . . . . . . . . . . . . . . . . 5-117
Temperature . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Explanatory notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Emissions
Exhaust gas - IMO standard . . . . . . . . . . . . . . . . . 2-97
Static torque fluctuation . . . . . . . . . . . . . . . . . . . 2-119
Torsional vibrations. . . . . . . . . . . . . . . . . . . . . . . 2-107
Index - II
48/60B
GenSet application
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Factory Acceptance Test (FAT) . . . . . . . . . . . . . . . . . . . 9-7
Grid parallel operation

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Failure of one engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63

Filling volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-116
Fixed pitch propeller
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Flexible pipe connections

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Heat radiation . . . . . . . . . . . . . . . . . . 2-78I 2-80I 2-84I 2-86
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
L.O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Flow resistances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90
Flywheel
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123
Moments of inertia Engine, damper . . . . . . . . . 2-113
Foundation
Chocking with synthetic resin . . . . . . . . . . . . . . .
Conical mountings . . . . . . . . . . . . . . . . . . . . . . .
General requirements . . . . . . . . . . . . . . . . . . . . .
Inclined sandwich elements . . . . . . . . . . . . . . . .
Resilient seating . . . . . . . . . . . . . . . . . . . . . . . . .
Rigid seating. . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-139
2-152
2-129
2-147
2-145
2-131
Fuel oil
Calculation of consumption . . . . . . . . . . . . . . . . .
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagram of HFO supply system . . . . . . . . . . . . . .
Diagram of HFO treatment system . . . . . . . . . . . .
Diagram of MDO supply system . . . . . . . . . . . . . .
Diagram of MDO treatment system. . . . . . . . . . . .
HFO system . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HFO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . .
MDO treatment. . . . . . . . . . . . . . . . . . . . . . . . . . .
Specification (biofuel) . . . . . . . . . . . . . . . . . . . . . .
Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . .
Specification (MDO) . . . . . . . . . . . . . . . . . . . . . . .
Specification of gas oil (MGO) . . . . . . . . . . . . . . . .
Viscosity-diagram (VT) . . . . . . . . . . . . . . . . . . . . .
2-73
2-69
5-98
5-87
5-81
5-79
5-89
5-85
5-79
4-19
4-23
4-21
4-17
4-35
Fuel stop power

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Gross calorific value (GCV)

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Heat to be dissipated . . . . . . . . . . . . . . . . . 2-78I 2-82I 2-86

Heavy fuel oil see Fuel oil
HFO see Fuel oil
HT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
I
IMO Tier II
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-70
Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . . 2-97
Installation
Flexible pipe connections . . . . . . . . . . . . . . . . . . . . 5-5
Installation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Intake noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103
ISO
Reference Conditions . . . . . . . . . . . . . . . . . . . . . . 2-18
Standard output . . . . . . . . . . . . . . . . . . . . . 2-17I 9-15
J
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13
Air consumption . . . . . . . . . . . . . . . . . . . . . . . . . 5-113
L
Layout of pipes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
List for measuring and control devices . . . . . . . . . . . . . 3-23
Load
Low load operation . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Gas oil
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Load application
Change of load steps . . . . . . . . . . . . . . . . . . . . . .
Cold engine (only emergency case) . . . . . . . . . . . .
Diesel-electric plants . . . . . . . . . . . . . . . . . . . . . . .
Preheated engine . . . . . . . . . . . . . . . . . . . . . . . . .
Ship electrical systems . . . . . . . . . . . . . . . . . . . . .
General requirements for pitch control . . . . . . . . . . . . . 2-35
Low load operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
48/60B
2-36
2-54
2-47
2-51
2-55
Index - III
LT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Lube oil
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Specification (MGO/MDO) . . . . . . . . . . . . . . . . . . . 4-5
System description . . . . . . . . . . . . . . . . . . . . . . . . 5-19
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
M
Marine diesel oil see Fuel oil
Marine gas oil see Fuel oil
MARPOL Regulation . . . . . . . . . . . . . . . . . . . . . . 2-69I 2-97
MCR
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Operating range
Dredge pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
Operation
Acceleration times . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
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 operation) . . . . 9-9
Vessels (Failure of one engine). . . . . . . . . . . . . . . . 2-63
Output
Available outputs, related reference conditions . . .
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine ratings, power, speeds . . . . . . . . . . . . . . .
ISO Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Permissible frequency deviations . . . . . . . . . . . . . .
2-19
9-15
2-17
2-17
2-59
MDO
Diagram of treatment system . . . . . . . . . . . . . . . . 5-79
see Fuel oil
Overload power
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
MGO see Fuel oil
MGO/MDO see Lube oil

Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-113
Part load operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

Permissible frequency deviations
Available outputs . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Net calorific value (NCV)

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Piping
Propeller layout . . . . . . . . . . . . . . . . . . . . . . . 7-9I 9-35
Noise
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103
Piston, removal of. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Nominal Output
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
NOx
IMO Tier II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Nozzle cooling system . . . . . . . . . . . . . . . . . . . . . . . . . 5-69
Pitch control
General requirements . . . . . . . . . . . . . . . . . . . . . . 2-35
Planning data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Flow rates of cooler . . . . . . . . . . . . . . . . . . . 2-78I 2-82
Heat to be dissipated . . . . . . . . . . . . . 2-78I 2-82I 2-86
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Postlubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Power
Engine ratings, outputs, speeds . . . . . . . . . . . . . . 2-17
Off-shore application
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Preheated engine
Load application . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Preheating
At starting condition . . . . . . . . . . . . . . . . . . . . . . . 2-47
Charge air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
Operating
Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91I 2-92
Range (CPP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Range (Diesel-electric) . . . . . . . . . . . . . . . . . . . . . 2-45
Standard-output (definition) . . . . . . . . . . . . . . . . . 9-15
Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91
Index - IV
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
48/60B
Power drive connection . . . . . . . . . . . . . . . . . 2-111I 2-113
Propeller
Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
General requirements for pitch control . . . . . . . . . 2-35
Layout data . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9I 9-35
Operating range CPP . . . . . . . . . . . . . . . . . . . . . . 2-33
Operation, suction dredge (pump drive) . . . . . . . . 2-33
Pumps
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82
R
Rated power
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Reduction of load . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Reference Conditions (ISO) . . . . . . . . . . . . . . . . . . . . . 2-18
Removal
Cylinder liner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Reverse power protection
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Specification
Biofuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Cleaning agents for cooling water . . . . . . . . . . . . . 4-47
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Cooling water inspecting . . . . . . . . . . . . . . . . . . . . 4-45
Cooling water system cleaning . . . . . . . . . . . . . . . 4-47
Diesel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Engine cooling water . . . . . . . . . . . . . . . . . . . . . . . 4-37
Fuel oil (HFO). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Fuel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Fuel oil (MGO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Gas oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Lube oil (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Lube oil (MGO/MDO). . . . . . . . . . . . . . . . . . . . . . . . 4-5
Viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
Speed
Adjusting range . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Engine ratings, power, outputs . . . . . . . . . . . . . . . 2-17
Splash oil monitoring system . . . . . . . . . . . . . . . . . . . . 2-13
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Stand-by operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Starting air
Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-109
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-113
System description . . . . . . . . . . . . . . . . . . . . . . . 5-103
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . 5-106
Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-109
S
Sacos one
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Safety
Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Starting conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Selective catalytic reduction . . . . . . . . . . . . . . . . . . . . 5-121

Slow turn . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13I 2-48
Suction Dredger application

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Sudden load shedding . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Static torque fluctuation . . . . . . . . . . . . . . . . . . . . . . . 2-119

Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Supply system
Blackout conditions. . . . . . . . . . . . . . . . . . . . . . . 5-102
MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-81
Supply system (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-89
Switching HT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Switching LT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
48/60B
Index - V
T
Table of ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Temperature
Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84
Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Temperature control
Charge air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Time limits for low load operation . . . . . . . . . . . . . . . . . 2-32
Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107
Two-stage charge air cooler . . . . . . . . . . . . . . . . . . . . 2-12
U
Unloading the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
V
Variable Injection Timing (VIT). . . . . . . . . . . . . . . . . . . . 2-13
Venting
Crankcase, turbocharger . . . . . . . . . . . . . . . . . . . 2-95
Vibration, torsional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107
Viscosity-temperature-diagram . . . . . . . . . . . . . . . . . . 4-35
W
Waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Water
Specification for engine cooling water. . . . . . . . . . 4-37
Water systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling water collecting and supply system . . . . .
Nozzle cooling . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine washing device . . . . . . . . . . . . . . . . . . . .
5-45
5-61
5-69
5-67
Waterjet application
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Weights
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Index - VI
48/60B
Windmilling protection . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
falzen
falzen
48/60B
Four-stroke diesel engines compliant with IMO Tier II
Copyright MAN Diesel & Turbo Subject to modification in the interest of technical progress.
D2366491EN Printed in Germany GMC-AUG -09110.5
MAN Diesel & Turbo

Phone +49 821 322-0
Fax +49 821 322-3382
48/60B
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48 60B Project Guide

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48 60B Project Guide

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falzen

Project Guide Marine

Four-stroke diesel engines compliant with IMO Tier II

MAN Diesel & Turbo

Titelseite Marine 48-60MD2.fm

MAN Diesel & Turbo

+49 821 322-3382

MAN Diesel & Turbo

Titelseite Marine 48-60MD2.fm

Four stroke diesel engine programme for marine................................................................... 1 - 3

Engine description 48/60B IMO Tier II ..................................................................................... 1 - 5

Overview 48/60B ....................................................................................................................... 1 - 7

Typical marine plants and engine arrangements.................................................................. 1 - 11

Engine and operation ........................................................................ 2 - 1

Engine cross section............................................................................................. 2 - 3

Engine designations Design parameters............................................................. 2 - 5

Engine main dimensions, weights and views ......................................................... 2 - 7

Engine inclination .................................................................................................. 2 - 9

Engine equipment for various applications .......................................................... 2 - 11

Ratings (output) and speeds .................................................................................................. 2 - 17

Standard engine ratings ...................................................................................... 2 - 17

Engine ratings (output) for different applications .................................................. 2 - 19

Engine speeds and related main data ................................................................. 2 - 23

Speed adjusting range ........................................................................................ 2 - 25

Engine operation under arctic conditions.............................................................................. 2 - 27

Low load operation ................................................................................................................. 2 - 31

Propeller operation, suction dredge (pump drive) ................................................................ 2 - 33

Operating range for controllable-pitch propeller................................................... 2 - 33

General requirements for propeller pitch control.................................................. 2 - 35

Operating range for mechanical pump d r i v e ...................................................... 2 - 39

Acceleration times .............................................................................................. 2 - 41

GenSet operation .................................................................................................................... 2 - 45

Operating range for GenSets....................... ....................................................... 2 - 45

Starting conditions and load application for diesel-electric plants ........................ 2 - 47

Load application Preheated engine .................................................................. 2 - 51

Load application Cold engine (only emergency case) ....................................... 2 - 54

Load application for ship electrical systems ........................................................ 2 - 55

Available outputs and permissible frequency deviations ...................................... 2 - 59

Load reduction ................................................................................................... 2 - 61

Diesel-electric operation of vessels Failure of one engine.................................. 2 - 63

Alternator Reverse power protection ................................................................ 2 - 65

Earthing of diesel engines and bearing insulation on alternators .......................... 2 - 67

Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 69

Fuel oil consumption for emission standard: IMO Tier II....................................... 2 - 69

Lube oil consumption.......................................................................................... 2 - 71

Starting air/control air consumption .................................................................... 2 - 72

Recalculation of fuel consumption dependent on ambient conditions................... 2 - 73

Planning data for emission standard: IMO Tier II.................................................................. 2 - 77

Nominal values for cooler specification L48/60B .............................................. 2 - 78

Nominal values for cooler specification V48/60B .............................................. 2 - 82

Load specific values at tropical conditions 48/60B ........................................... 2 - 86

Load specific values at ISO conditions 48/60B................................................. 2 - 88

Filling volumes and flow resistances .................................................................... 2 - 90

Operating/service temperatures and pressures ................................................... 2 - 91

Venting amount of crankcase and turbocharger.................................................. 2 - 95

Exhaust gas emission............................................................................................................. 2 - 97

Maximum allowed emission value NOx IMO Tier II ............................................... 2 - 97

Exhaust gas components of medium speed four-stroke diesel engines............... 2 - 99

Engine noise ..................................................................................................... 2 - 101

Intake noise ...................................................................................................... 2 - 103

Exhaust gas noise............................................................................................. 2 - 105

Vibration ................................................................................................................................ 2 - 107

Torsional vibrations ........................................................................................... 2 - 107