Technical Project Guide-General V2.01

Technical Project Guide
Marine Application
Gerhard Götz
Carsten Panke
Karl Steinbeck
DaimlerChrysler Off-Highway
Marine Application
Introduction Page I
INTRODUCTION
MTU Friedrichshafen and Detroit Diesel Corporation, two DaimlerChrysler Group

companies, have combined their off-highway operations. With products from MTU, DDC
and Mercedes-Benz under one roof, a world-leading supplier of power systems for the
marine, rail, power generation and agricultural & construction machinery sectors has been
created.
Especially within the marine sector the company has established a long and successful
partnership with hundred thousands of diesel engines in operation around the globe on all
the seas. All diesel engines for marine application are under the brand MTU. Based on its
innovative capabilities, its reliable diesel engines and system competence, MTU disposes
of unique drive system know-how and offers a large range of products of excellent quality.
MTU develops, manufactures and sells marine diesel engines in the 200 to 9000 kW power
range.
This Technical Project Guide has been compiled with the objective to support operators,
shipyards, consultants, project engineers and sales personnel
• in the layout and planning of propulsion plants and electric power supply plants,
suitable to fulfil the tasks of the specific vessel
• in the selection of the appropriate diesel engines, gas turbines and
monitoring & control systems from the MTU Sales Program, and
• in the successful and reliable integration of propulsion equipment into the vessel.
It should also serve operators and shipyards with background information, helpful to verify
and compare different proposals.
The Technical Project Guide is a source of generally applicable information and

guidelines only.
Non-standard design requirements as maybe specified by the operator or by classification

societies are not taken into consideration in the scope of this publication. Such
requirements necessitate clarification on case-to-case basis.
The worldwide MTU/DDC sales organisation is ready to offer consultation.
Project-related or contract-related specifications take precedence over the general
information appearing in this publication.
TPG-General.doc 04.2004 © MTU

Rev. 2.01
Marine Application
Page II Introduction
The Technical Project Guide is available in two versions:
1 As a data file within the Extranet, which is worldwide available to the MTU/DDC
Distributor. Actual and precise engine data on the different diesel engine series
are to be taken from the specific diesel engine parts in the Extranet.
2 As a printed book, which is supplemented by a Sales Program and a CD-ROM
containing general data, drawings, schematics, information about available
products & services and contacts. Specific and project related data on the
different products could be obtained via the MTU/DDC Distributor Net.
Well-experienced MTU project engineers with the support of a well-known marine

engineering company, MTG Hamburg, have compiled this publication.
As such a Technical Project Guide could never be complete, we would very much
appreciate any feedback from the users in order to continuously improve and extend the
publication.
Christian Beiner
Senior Manager
Sales Marine Propulsion Systems

Rev. 2.01
Marine Application

Marine Application
Gerhard Götz
Carsten Panke
Karl Steinbeck

Marine Application
April 2004
Revision 2.01

Rev. 2.01
Marine Application
© 2004 Copyright MTU Friedrichshafen GmbH

Printed in Germany
This Publication is protected by copyright and may not be used in

any way whether in whole or in part without the prior written
permission of MTU Friedrichshafen GmbH.
This restriction also applies to copyright, distribution, translation,
microfilming and storage or processing on electronic systems
including databases and online services.
Subject to alterations and amendments.

Rev. 2.01
Marine Application
Table of Contents Page V
I TABLE OF CONTENTS
Chapter Title Page
I INTRODUCTION I
II TABLE OF CONTENTS V
III LIST OF FIGURES XI
1 GENERAL 1-1
1.1 Designations 1-1
2 DEFINITION OF APPLICATION GROUPS 2-1

2.1 General Notes 2-1
2.2 Marine Main Propulsion and Auxiliary Propulsion Plants 2-2
2.3 On-Board Electric Power Generation/Auxiliary Power 2-3
3 SPECIFICATION OF POWER AND REFERENCE CONDITION 3-1

3.1 Definition of Terms 3-1
3.1.1 ISO Standard Fuel-Stop Power (ICFN) 3-1
3.1.2 ISO Standard Power Exceedable by 10 % (ICXN) 3-2
3.2 Reference Conditions 3-2
3.3 Intake Air (Quality) 3-3
3.4 Intake and Exhaust Pressure Loss 3-3
3.4.1 General 3-3
3.5 Inclination 3-5
3.6 Load Profile 3-6
3.7 Time Between Major Overhauls (TBO) 3-9
4 FLUIDS AND LUBRICANTS SPECIFICATION 4-1

4.2 Approved Fuel for MTU Engines 4-1
4.2.1 Requirements 4-1
4.2.2 Low Sulphur Diesel Fuels 4-2
4.2.3 Diesel Fuels in Winter Operation 4-2
4.2.4 Fuel Properties for Calculation Routines 4-2
5 DIESEL ENGINE PERFORMANCE DIAGRAM 5-1

5.2 Load Curves 5-7

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Page VI Table of Contents
Chapter Title Page
6 PROPULSION, INTERACTION DIESEL ENGINE WITH APPLICATION 6-1

6.1 Propulsor 6-1
6.1.1 Abbreviations 6-1
6.1.2 Propulsive Devices (Overview) 6-3
6.1.2.1 General characteristics 6-3
6.1.2.2 Typical arrangements 6-5
6.1.2.3 Manoeuvring characteristics 6-7
6.1.3 Shaft Line and Gearbox Losses 6-9
6.2 Propeller 6-10
6.2.1 Propeller Geometry 6-10
6.2.2 Propeller Type Selection 6-12
6.2.2.1 FPP or CPP 6-12
6.2.2.2 Propeller size 6-13
6.2.2.3 Cavitation and thrust breakdown 6-13
6.2.2.4 Propeller for high speed vessels 6-13
6.2.3 Direction of Propeller Rotation 6-14
6.2.4 Selection of Propeller Blade Number 6-17
6.3 Propeller Curve 6-18
6.3.1 Basics 6-18
6.3.2 Theoretical Propeller Curve 6-23
6.3.3 Estimating the Required Diesel Engine Power 6-25
6.4 Propeller and Performance Diagram 6-26
6.4.1 Driving Mode 6-26
6.4.1.1 General applications 6-26
6.4.1.2 Bollard pull 6-28
6.4.2 Fixed Pitch Propeller (FPP) 6-30
6.4.3 Controllable Pitch Propeller (CPP) 6-32
6.5 Waterjet and Performance Diagram 6-38
6.5.1 Geometry and Design Point 6-38
6.5.2 Parallel Operation 6-43
6.5.3 Estimation of Size and Shaft Speed 6-44
6.6 Fuel Consumption 6-45
6.6.1 General Assumptions 6-45
6.6.2 Operating Profile 6-47
6.6.3 Fuel Consumption at Design Condition 6-52
6.6.4 Cruising Range 6-53
6.6.5 Endurance at Sea 6-54
6.6.6 Calculating Examples 6-55
6.6.6.1 Example Data (Series 2000) 6-55
6.6.6.2 Fuel consumption at design condition 6-57
6.6.6.3 Fuel tank volume for a given range 6-58
6.6.6.4 Theoretical cruising range 6-59
6.6.6.5 Annual fuel consumption for an operating profile 6-60
6.6.6.6 Correcting the lower heating value 6-61
6.7 Generator Drive 6-62
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Table of Contents Page VII
Chapter Title Page
7 APPLICATION AND INSTALLATION GUIDELINES 7-1

7.1 Diesel Engine/Gearbox Arrangements 7-1
7.1.1 General notes 7-1
7.1.2 Diesel Engine with Flange-Mounted Gearbox (F-Drive) 7-4
7.1.2.1 General notes 7-4
7.1.3 Diesel Engine with Free-Standing Gearbox, V-Drive Inclusive 7-5
7.1.4 Diesel Engine with Free-Standing Gearbox, Universal Shaft and V-drive 7-7
7.2 Foundation 7-8
7.3 Generator Set Arrangement 7-9
7.3.1 General Notes: 7-9
7.3.2 Diesel Engine with Free-Standing Generator 7-10
7.3.3 Diesel Engine with Flange-Mounted Generator 7-11
7.4 System Interfaces and System Integration 7-12
7.4.1 Flexible Connections 7-12
7.4.2 Combustion Air and Cooling/Ventilation Air Supply 7-15
7.4.2.2 Combustion air intake from engine room 7-16
7.4.2.3 Combustion air intake directly from outside (special application) 7-17
7.4.2.4 Cooling/ventilation air system 7-18
7.4.3 Exhaust System 7-20
7.4.3.1 Arrangements, support and connection for pipe and silencer 7-21
7.4.3.2 Water-cooled exhaust system 7-23
7.4.4 Cooling Water System 7-25
7.4.4.1 Cooling water system with on-engine mounted heat exchanger 7-26
7.4.4.2 Cooling water system with separately-mounted heat exchanger 7-27
7.4.4.3 Central cooling water system 7-28
7.4.4.4 Sea chest construction for ice ships 7-29
7.4.4.5 Ship heating 7-30
7.4.5 Fuel System 7-31
7.4.5.2 Design data 7-32
7.4.6 Lube Oil System 7-35
7.4.7 Starting System 7-38
7.4.7.1 Electric starter motor 7-38
7.4.7.2 Compressed-air starting, compressed-air starter motor 7-39
7.4.7.3 Compressed-air starting, air-in-cylinder 7-40
7.4.7.4 Starting aid measures 7-43
7.4.8 Electric Power Supply 7-44

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Chapter Title Page

7.5 Emission 7-46
7.5.1 Exhaust Gas Emission, General Information 7-46
7.5.2 Acoustical Emission, General Information 7-47
7.5.2.1 Airborne noise level 7-48
7.5.2.2 Exhaust gas noise level 7-50
7.5.2.3 Structure-borne noise level 7-51
7.6 Mechanical Power Transmission 7-58
7.7 Auxiliary Power Take-Off (PTO), Power Take-In (PTI) 7-63
7.7.1 Diesel Engine Mounted PTO 7-63
7.7.2 Gearbox Mounted PTO/PTI 7-64
7.7.2.1 Gearbox shaft mounted auxiliary PTO 7-64
7.7.2.2 Gearbox top mounted PTO or PTI 7-65
7.7.2.3 Diesel engine with free end PTO 7-66
7.8 Torsional Vibration 7-67
8 CLASSIFICATION AND ACCEPTANCE TEST 8-1

8.1 Explanation of Important Classification and Acceptance Terms 8-1
8.1.1 Classification Societies 8-1
8.1.2 Ship Classification 8-1
8.1.3 List of Classification Societies 8-4
8.1.4 Characters of Classification and Notations 8-5
8.1.5 Type Approval/Prototype Test 8-9
8.1.6 Drawing Approval (Design Approval/Design Appraisal) 8-9
8.1.7 Classification Acceptance 8-9
8.1.8 Test run control 8-9
8.1.9 Factory Acceptance Test (FAT) 8-10
8.2 Acceptance Test According to a Classification Society 8-10
8.2.1 Main Diesel Engines for Direct Propeller Drive: 8-10
8.2.2 Main Diesel Engines for Indirect Propeller Drive 8-10
8.2.3 Diesel Engines for Auxiliary and Electric Generator Drives 8-10
8.3 Example Documents 8-11
9 DIESEL ENGINE CONTROL SYSTEM 9-1

9.1 General 9-1
10 SHIP AUTOMATION SYSTEM 10-1

10.1 Pre Configured Automation Systems 10-1
10.1.1 Standard Monitoring and Control for Diesel Engine Series 2000/4000 10-1
10.1.2 BlueLine Monitoring and Control for Diesel Engine Series 2000/4000 10-3
10.1.3 Configuration documents for Monitoring and Control systems 10-5
10.2 Project Specific Ship Automation Systems 10-5

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Table of Contents Page IX
Chapter Title Page
11 MAINTENANCE CONCEPT / MAINTENANCE SCHEDULE 11-1

11.1 Reason for Information 11-1
11.2 Advantages of the Maintenance Concept: 11-1
11.3 Maintenance Schedule: 11-1
11.3.1 Cover Sheet 11-1
11.3.2 Maintenance Schedule Matrix 11-2
11.3.3 Task List 11-6
12 ASSEMBLING INSTRUCTIONS (TRANSPORT, STORAGE, STARTING) 12-1

12.1 Transportation 12-1
12.2 Storage and Starting 12-1
13 INSTALLATION DESCRIPTION 13-1
APPENDIX
A ILLUSTRATION REFERENCES 1
B CONVERSION TABLE 3
C GLOSSARY 9

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Page X Table of Contents

Rev. 2.01
Marine Application
List of Figures Page XI
II LIST OF FIGURES
Figure Title Page
Figure 1.1.1: Diesel engine designations (sides, cylinders, direction of rotation) 1-1
Figure 3.5.1: Inclination 3-5
Figure 3.6.1: Standard Load Profiles 3-8
Figure 3.7.1: TBO definition of MTU 3-9
Figure 5.1.1: Structure diesel engine performance diagram 5-1
Figure 5.1.2: Diesel engine performance diagram 5-5
Figure 5.1.3: Load profile and TBO: Contract specific addition 5-6
Figure 5.2.1: Monohull (displacement vessel without planing) 5-7
Figure 5.2.2: Monohull (displacement vessel with planing) 5-8
Figure 5.2.3: Catamaran (multihull, never planing) 5-8
Figure 5.2.4: Propeller curves with hump in performance diagram 5-9
Figure 6.1.1: Scheme of a propulsive unit (side view) 6-1
Figure 6.2.1: Scheme of propeller geometry (skew and rake) 6-10
Figure 6.2.2: Propeller clearance 6-12
Figure 6.3.1: Trial condition (example) 6-18
Figure 6.3.2: Influence of change in resistance on effective power curve (example) 6-19
Figure 6.3.3: From effective to delivered power curve (example) 6-20
Figure 6.3.4: Effect of change in resistance on delivered power curve (example) 6-21
Figure 6.3.5: Effect of different propeller pitches on delivered power (example) 6-22
Figure 6.4.1: Change in delivered power due to weather, draught and fouling 6-26
Figure 6.4.2: Diesel engine failure in a two shaft arrangement 6-27
Figure 6.4.3: Bollard pull 6-29
Figure 6.4.4: Bollard pull: Effect on ship speed 6-29
Figure 6.4.5: Choosing a design point for a fixed pitch propeller 6-30
Figure 6.4.6: CPP characteristic in a typical diesel engine performance diagram 6-32
Figure 6.4.7: Controllable pitch propeller design point 6-33
Figure 6.4.8: Example: Combinator diagram (position of operation lever) 6-34
Figure 6.4.9: Example: Combinator (position in propeller diagram) 6-35
Figure 6.4.10: Example: Constant speed generator in operation with CPP 6-36
Figure 6.4.11: Example: Single shaft operation with CPP 6-37
Figure 6.5.1: Waterjet 6-38

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Page XII List of Figures
Figure Title Page

Figure 6.5.2: Waterjet design point 6-39
Figure 6.5.3: Platform with pump 6-40
Figure 6.5.4: Waterjet performance diagram 6-41
Figure 6.5.5: Waterjet operation with two diesel engines 6-43
Figure 6.5.6: Estimating the size of a waterjet (inlet duct diameter) 6-44
Figure 6.5.7: Estimating the design impeller speed of a waterjet 6-44
Figure 6.6.1: Examples of operating profiles (freighter, fast ferry, OPV) 6-48
Figure 6.6.2: Examples of operating profiles (freighter, fast ferry, OPV) 6-49
Figure 6.6.3: Example: Owner defined operating profile for a ship 6-50
Figure 6.6.4: Example: Owner defined operating profile for a diesel engine 6-50
Figure 6.6.5: Example: 1DS diesel engine rating 6-51
Figure 6.7.1: Definition: Electrical power generation 6-63
Figure 7.1.1: Gearbox arrangements 7-1
Figure 7.1.2: Engine room arrangement, minimum distances 7-3
Figure 7.1.3: Flange-mounted gearbox 7-4
Figure 7.1.4: Free-standing gearbox 7-5
Figure 7.1.5: Free-standing gearbox and universal shaft, V drive arrangement 7-7
Figure 7.3.1: Free-standing generator 7-10
Figure 7.3.2: Flange-mounted generator 7-11
Figure 7.4.1: Hose connection 7-13
Figure 7.4.2: Combustion air intake from engine room 7-16
Figure 7.4.3: Combustion air intake directly from outside 7-17
Figure 7.4.4: Typical exhaust gas outlets 7-20
Figure 7.4.5: Standard exhaust gas system via funnel 7-22
Figure 7.4.6: Underwater discharge (with exhaust flap) 7-22
Figure 7.4.7: Exhaust system design with water injection 7-24
Figure 7.4.8: Coolant system, functional diagram 7-25
Figure 7.4.9: Cooling water system with on-engine mounted heat exchanger 7-26
Figure 7.4.10: Cooling water system with separately-mounted heat exchanger 7-27
Figure 7.4.11: Central cooling water system 7-28
Figure 7.4.12: Sea chest construction for ice ships 7-29
Figure 7.4.13: Fuel System (except for S 2000 with external cooling system) 7-31

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List of Figures Page XIII
Figure Title Page

Figure 7.4.14: Evaluation value for max. fuel inlet temperature 7-33
Figure 7.4.15: Lube oil system 7-35
Figure 7.4.16: Starting system with pneumatic starter motor 7-40
Figure 7.4.17: Starting system with air-in-cylinder starting 7-41
Figure 7.4.18: Electric power supply 7-44
Figure 7.5.1: Limitation of NOx-emission (IMO) 7-46
Figure 7.5.2: Diesel engine noise sources 7-47
Figure 7.5.3: Example, diesel engine with noise enclosure 7-48
Figure 7.5.4: Diesel engine surface noise analysis (example) 7-49
Figure 7.5.5: Undamped exhaust gas noise analysis (example) 7-50
Figure 7.5.6: Single resilient mounting system with shock 7-53
Figure 7.5.7: Double resilient mounting system for extreme acoustic requirements 7-55
Figure 7.5.8: Examples for different “Quiet Systems” 7-56
Figure 7.5.9: Structure borne noise: diesel engine feet, above rubber mounts 7-57
Figure 7.6.1: Diesel engine direct drive 7-58
Figure 7.6.2: Combined diesel engine and diesel engine 7-59
Figure 7.6.3: Combined diesel engine and diesel engine with separate gear compartment 7-60
Figure 7.6.4: Combined diesel engine or gas turbine 7-61
Figure 7.6.5: Combined diesel engine and gas turbine 7-62
Figure 7.7.1: Non reverse reduction gear 7-64
Figure 7.7.2: Non reverse reduction gear with reverse shaft, or reversing reduction gear 7-64
Figure 7.7.3: Power take-off (PTO) or power take-in (PTI), gear driven 7-65
Figure 7.7.4: Top mounted PTO with 1 output 7-65
Figure 7.7.5: Top mounted PTO with 2 outputs 7-65
Figure 7.7.6: Direct drive free-standing gearbox arrangement with free end PTO 7-66
Figure 7.8.1: Example for mass elastic system 7-69
Figure 8.3.1: Test instruction, page 1 8-11
Figure 8.3.2: Test instruction, page 2 8-12
Figure 8.3.3: Diesel engine test log 8-13
Figure 8.3.4: Gearbox inspections report, page 1 8-14
Figure 8.3.5: Gearbox inspections report, page 2 8-15
Figure 9.1.1: Configuration form standard monitoring and control 9-2

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Page XIV List of Figures
Figure Title Page

Figure 10.1.1: Configuration form standard 10-2
Figure 10.1.2: Configuration form Blue Line system package comfort 10-4
Figure 11.3.1: Example maintenance schedule 11-4
Figure 11.3.2: Example task list 11-7
Figure 12.1.1: Lifting rig 12-1

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General Page 1-1
1 GENERAL
1.1 Designations
The DIN 6265 respectively ISO 1204 designations are used to identify the sides and
cylinders of diesel engines. Details are explained in Figure 1.1.1.
Figure 1.1.1: Diesel engine designations (sides, cylinders, direction of rotation)
Driving end (flywheel) = KS (Kupplungsseite)

Free end = KGS (Kupplungsgegenseite)
Left-bank cylinders = A1, A2, A3, ..., A7, A8
Right-bank cylinders = B1, B2, B3, ..., B7, B8
Direction of rotation = looking at the driving end (KS)
Back to Start of Chapter Back to Contents

Rev. 2.01
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Page 1-2 General

Rev. 2.01
Marine Application
Definition of Application Groups Page 2-1
2 DEFINITION OF APPLICATION GROUPS

2.1 General Notes
In addition to general application by usage, e.g. marine vessel, the particular application
must be taken into account for selecting the correct diesel engine.
The choice of the application group determines the maximum possible diesel engine power
and the anticipated time between major overhauls (TBO). Load varies during operation,
with the result that the TBO is dependent on the actual load profile and varies from
different applications.
For an optimum selection of the diesel engine taking into account the maximum power
available the following information should be obtained from the operator:
• Application, e.g. yacht, patrol boat, ferry, fishing vessel, freighter etc.
• Load profile (diesel engine power versus operating time)
• Anticipated operating hours per year
• Preferred time between overhauls (TBO, for special cases only)
The terms “load profile” and “TBO” and the relationship between them are explained in
detail in chapter:
3 Specification of Power and Reference Condition

11 Maintenance Concept / Maintenance Schedule
If no specific load profile information is available from the operator, the selection of the
diesel engine is performed on the basis of the standard load profile determined by MTU by
means of typical application. The MTU Sales Program distinguishes for the marine
application propulsion diesel engines and marine auxiliary diesel engines and diesel
engines for the on-board supply of electricity. The following application groups are
subdivided into in detail.

Rev. 2.01
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Page 2-2 Definition of Application Groups
2.2 Marine Main Propulsion and Auxiliary Propulsion Plants
1A Vessels for heavy-duty service with unlimited operating range and/or unrestricted
continuous operation
Average load : 70 – 90 % of rated power
Annual usage : unlimited
Examples : Freighters, Tug Boats, Fishing Vessels, Ferries,
other Workboats, Sailing Yachts,
Displacement Yachts with high load profile
and/or annual usage
1B Vessels for medium-duty service with high load factors
Average load : 60 to 80 % of rated power
Annual usage : up to 5000 hours (as a guideline)
Examples : Commercial Vessels, including Fast Ferries,
Crew Boats, Offshore Supply & Service Vessels,
Coastal Freighters, Multipurpose Vessels, Patrol Boats,
Displacement Yachts
1DS Vessels for light-duty service with low load factors
Average load : Less than 60 % of rated power
Annual usage : Up to 3000 hours (as a guideline)
(Series 2000 & lower power diesel engines
approx. 1000 hours)
Examples : High speed Yachts, Fast Patrol Boats,
Fire-Fighting Vessels, Fishing Trawlers, Corvettes,
Frigates
Significant deviations from the above application groups should be discussed with the
responsible application engineering group.

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Definition of Application Groups Page 2-3
2.3 On-Board Electric Power Generation/Auxiliary Power
3A Electric power generation, continuous power

Average load : ≤ 100% of rated power
Annual usage : unrestricted
(see Load Profile Figure 3.6.1)
Examples : power generation, diesel-hydraulic drive,
drive for fire fighting pumps
3B Electric power generation, prime power with variable load

Average load : ≤ 100% of rated power, variable load
Annual usage : unrestricted
(see Load Profile Figure 3.6.1)
Examples : power generation, diesel-hydraulic drive,
drive for fire fighting pumps
Annotation: Both groups (3A, 3B) are suitable for diesel electric drives.

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Page 2-4 Definition of Application Groups

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Specification of Power and Reference Condition Page 3-1
3 SPECIFICATION OF POWER AND REFERENCE CONDITION

3.1 Definition of Terms
The available power for a specific diesel engine type and application group is listed in the
Sales Program.
3.1.1 ISO Standard Fuel-Stop Power (ICFN)

The rated power of marine main propulsion diesel engines of application group 1A, 1B and
1DS is stated as ISO standard fuel-stop power, ICFN, in accordance with DIN ISO 3046.
Measurement unit is kW.
I = ISO power
C = Continuous power
F = Fuel stop power
N = Net brake power
The fuel-stop power rating represents the power that an diesel engine can produce
unlimited during a period of time appropriate to the application, while operating at an
associated speed and under defined ambient conditions (reference conditions), assuming
performance of the maintenance as specified in the manufacturer’s maintenance
schedule.
Power specifications always express net brake power, i.e. power required for on-engine
auxiliaries such as engine oil pump, coolant pump and raw water pump is already
deducted. The figure therefore expresses the power available at the diesel engine output
flange.
The diesel engines of application group 1A and 1B can demonstrate 10 % overload in
excess of rated fuel-stop power for the purposes of performance approval by classification
societies.
Some classification societies accept the certification of diesel engines of application group
1DS for special service vessels with specific load profiles. In case of such a request, the
respective application engineering group should be contacted.
Before delivery, all diesel engines will be factory tested on the dynamometer at standard
ISO reference conditions (intake air and raw water temperature 25°C).
Acceptance test procedures at MTU:
• MTU factory acceptance test
• Acceptance test in accordance with classification society regulations under
supervision of the customer
As a rule, marine main propulsion diesel engines are supplied with power limited to fuel-
stop power as specified in the Sales Program.

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Page 3-2 Specification of Power and Reference Condition
3.1.2 ISO Standard Power Exceedable by 10 % (ICXN)

The rated power of marine onboard power generation of application group 3A and 3B is
stated as ISO standard power exceedable by 10 %, ICXN, in accordance with
DIN ISO 3046. Measurement unit is kW.
I = ISO power
C = Continuous power
X = Service standard power, exceedable by 10 %
N = Net brake power
3.2 Reference Conditions

The reference conditions define all ambient factors of relevance for determining diesel
engine power. The reference conditions are specified in the Sales Program and in the
applicable diesel engine performance diagram.
ISO 3046-1 standard reference conditions:

Total barometric pressure : 1000 mbar or (hPa)
Air temperature : 25 °C (298 K)
Relative humidity : 30 %
Raw water temperature : 25 °C (298 K)
For conditions differing from the standard reference:

Air temperature : ≤45 °C
Raw water temperature : ≤32 °C
The available brake power and the correction for the fuel consumption will be specified in
the Sales Program or the applicable diesel engine performance diagram.
Power reduction and correction in fuel consumption for reference conditions above:
Air temperature : >45 °C
Raw water temperature : >32 °C
Use the procedures according to ISO 3046.

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3.3 Intake Air (Quality)

It is the responsibility of the yard to assure that the inlet air is free of foreign objects and
erosive or corrosive material. Usually, this not a problem for marine diesel engine units as
ships are not normally exposed to high concentrations of airborne particle matter and
filtration is accomplished in the built on filter. Additional treatment may be required to
limit the amount of water and salt entering the diesel engine. This will depend on the kind
of installed air-intake system:
• The diesel engine sucks the air out of the machinery room and gets usually a
sufficient quality of “prefiltered” air.
• The diesel engine has a separate intake duct and the amount of water/salt ingestion
depends on the location of inlet louvers.
Solid particles:
The combustion air reaching the diesel engine inlet should meet the following
requirements for solid particles:
• ≤ 0.05 mg/m3 (maximum load of intake air)

• ≤ 75 µm (maximum particle size)
Generally the series 2000 and series 4000 are equipped with built on air intake filters.
If the above criteria are exceeded or operation in severe or dusty environment is expected,
the Regional Sales Manager or MTU Sales Application Engineering should be contacted for
advice.
Sea salt ingestion:
• No specific limits for the series 2000 and series 4000
If it is expected that the intake duct can be extensively covered with sea water, a single
stage moisture separator can be installed in the duct (not MTU standard). In any case, the
Regional Sales Manager or MTU Sales Application Engineering should be contacted for
advice.
3.4 Intake and Exhaust Pressure Loss

3.4.1 General
Due to the effect on diesel engine performance, careful design considerations must be
given to minimize pressure loss in intake and exhaust ducting. The design target is to avoid
power reduction by unnecessary pressure losses. Therefore the duct should be as straight
and as short as the installation will permit and bends and contractions should be
minimized.
Rev. 2.01
Marine Application
Materials and finishes should be chosen ensure that corrosion or deterioration will not
result in release of particles that could cause foreign object damage to the diesel engine.
Due to friction between the inlet air/exhaust gas and the pipework a pressure loss will
occur on the way between the diesel engine and the inlet air intake/exhaust exit. The main
reasons for the pressure loss are:
• friction between the air/gas and the ducting

• obstacles in the flow path (e.g. meshes, screens, filter, silencer)
• discontinuities in the flow path
(e.g. sharp transitions between different duct diameters)
Generally the pressure loss can be defined as the difference in total pressure between the
ambient pressure (P0) and the total pressure at the plain diesel engine air inlet or the total
pressure at the plain diesel engine exhaust exit and the total pressure at the exhaust duct
exit.
The reference values for the permissible intake pressure loss (MTU: intake air depression)
for the series 2000/4000 are (see performance diagram for latest information):
∆Pintake = 15 mbar (series 2000)

= 1500 Pa
∆Pintake = 25 mbar (series 4000)
= 2500 Pa
The reference values for the permissible exhaust pressure loss (MTU: exhaust back
pressure) for the series 2000/4000 are (see performance diagram for latest information):
∆Pexhaust = 30 mbar (series 2000/4000)

= 3000 Pa
If the reference values are exceeded, contact the Regional Sales Manager or MTU Sales
Application Engineering for advice.

Rev. 2.01
Marine Application
3.5 Inclination
The selection, layout and arrangement of all shipboard machinery, equipment and
appliances shall be such as to ensure faultless continuous operation under the inclination
conditions (e. g. GL rules) specified in Figure 3.5.1.
Angle of inclination in (°) 2

Installations,
Athwartship For-and-aft
Components
static dynamic static dynamic
Main and auxiliary

15 22.5 5 7.5
machinery
Ship's safety equipment,

e.g. emergency power
installations, emergency
fire pumps and their drives
22.5 3 22.5 3 10 10
Switchgear, electrical and

electronic appliances 1 and
remote-control systems
1
Up to an angle of inclination of 45° no undesired switching operations or
functional changes may occur.
2
Athwartships and for and aft inclinations may occur simultaneously.
3
On ships for the carriage of liquefied gases and chemicals the emergency power
supply must also remain operational with the ship flooded to a final athwartships
inclination up to a maximum of 30°.
Figure 3.5.1: Inclination

Rev. 2.01
Marine Application
3.6 Load Profile

The load profile is a projection of the diesel engine operating routine. The following
standard load profiles (Figure 3.6.1) have been established in the past, based on
accumulated field experience with specific vessels and a huge number of recorded load
profiles.
If there is a significant difference between the actual and standard load profiles, MTU
calculates the TBO on the basis of the load profile submitted by the customer.
All MTU diesel engines can be operated at fuel-stop power as long as required by the
customer. Of course, extensive operation at fuel stop power (higher load profile) may
shorten the time between overhauls (TBO).
Further information about load profiles see chapter 6.6.2.
Application Standard Load Profile

Group
100
Standard Load Profile
Brake Power in (%)
80
Brake Power Time Period
(%) (%)
1A 60
<15 20 40
60 20 20 1A
80 50 0
0 20 40 60 80 100
100 10
Time in (%) Operating Time
100
Brake Power in (%)
(4000 M60R only) 80
Brake Power Time Period 60

(%) (%)
40
<15 10 1A
20
90 70 (4000 M60R only)
0
100 20 0 20 40 60 80 100

Rev. 2.01
Marine Application

Group
100
Brake Power in (%)

80
(%) (%)
1B 60
<15 25 40
100 75 20 1B
0
0 20 40 60 80 100
Standard Load Profile 100

(series 8000 only)
Brake Power in (%)
80
(%) (%) 60
<15 15 40
85 82 20
1B
(series 8000 only)
100 3 0
0 20 40 60 80 100
100
Brake Power in (%)
80
(%) (%)
1DS 60
<10 20 40
70 70 20
1DS
100 10 0
0 20 40 60 80 100

Rev. 2.01
Marine Application

Group
Brake Power in (%)

(%) (%)
3A 60
<10 15
40
50 80
20 3A
100 5
0
0 20 40 60 80 100

Brake Power in (%)

(%) (%)
3B 60
<15 15
40
70 60
20 3B
100 20
0
110 5 0 20 40 60 80 100
Figure 3.6.1: Standard Load Profiles

Rev. 2.01
Marine Application
3.7 Time Between Major Overhauls (TBO)

Up to now, the TBO for diesel engines is not specified in any international standard.
Therefore each diesel engine manufacturer uses its own definition for TBO.
Failure rate
TBO Maintenance Echelon W6

MTU
Early failures 1 Random failures W earout failures
1
Operating tim e
Probable start-up failures
Figure 3.7.1: TBO definition of MTU
According to MTU, the TBO is defined to be the time span in which operation without
major failure is ensured, i.e. it precludes wear-related damage requiring a major overhaul
or diesel engine replacement.
This time span is theoretically reached, if a probability of wear-out failures exceeds 1% (so-
called B1 definition). This means that an MTU diesel engine can still provide full and
unlimited service until the last operating hour before the scheduled overhaul.
The major criterion for a ship is availability and thus the reliability of the propulsion. Based
on this, MTU decided to limit the statistical wear-out failure rate to 1 % only.
TBO definition from other diesel engine manufacturers

In contrast to MTU’s TBO definition, some other manufacturers define a scheduled TBO at
a wear-out failure rate of 10% or up to 50% (B10 or B50 definition). This means that
statistically up to 50% of all diesel engines do not reach the pre-defined TBO without major
failure.

Rev. 2.01
Marine Application
Load Profile Recorder

Most diesel engines in the MTU Sales Program do include a load profile recorder as an
integral part of the Electronic Engine Management System.
This device continuously records the operating time spent at certain power levels and
speeds, together with several other important diesel engine parameters.
The load profile may be downloaded from the Electronic Engine Management System and
analyzed. In case of significant deviations between the recorded load profile and the
assumed load profile, the TBO can be revised.
The finally applicable TBO will also take into account the actual diesel engine condition as
a result of installation conditions, quality of fluids and lubricants and service.

Rev. 2.01
Marine Application
Fluids and Lubricants Specification Page 4-1
4 FLUIDS AND LUBRICANTS SPECIFICATION

4.1 General Notes
The fluids and lubricants used in a diesel engine are among the factors influencing
serviceability, reliability and general operability of the propulsion plant.
Only fluids and lubricants approved by MTU may be used with MTU products. MTU issues a
list of approved fluids and lubricants, for diesel engine operation and diesel engine
preservation i.e.
• lubricants (oils, greases and special-purpose lubricant substances)

• coolants (corrosion-inhibiting agents, anti-freeze agents)
• fuels
• preserving agents (corrosion-inhibiting oils for use in and on the diesel engine)
The MTU approved fluids and lubricants as well as the requirements to be satisfied are
listed in the currently applicable MTU Fluids and Lubricants Specification
(A001061/”Revision No.”).
An operator wishing to use a fluid or lubricant that is not included in the Fluids and
Lubricants Specification must consult MTU.
4.2 Approved Fuel for MTU Engines

4.2.1 Requirements
The quality of the fuel is very important to satisfactory diesel engine performance, long
diesel engine service life and acceptable emission levels. Commercially available diesel
fluids meeting the following specifications are approved for use:
Diesel Fuels
• Diesel Fuel as per EN 590
• Grade No. 1-D as per ASTM D 975-00
• Grade No. 2-D as per ASTM D 975-00
Marine Distillate Fuels
• DMX as per ISO 8217
The following can be used if the oil quality and service-life limitations are taken into
consideration:
• DMA as per ISO 8217
• Other qualities available upon request

Rev. 2.01
Marine Application
Page 4-2 Fluids and Lubricants Specification
4.2.2 Low Sulphur Diesel Fuels

Sulphur is contained in chemically bound form in crude oil and therefore in fuel at varying
levels. MTU designates diesel fuels with a sulphur content of maximum 10 ppm as
“sulphur free”. Low sulphur diesel fuels are recommended for environmental reasons. In
order to avoid wear problems, lubricity additives are also added.
4.2.3 Diesel Fuels in Winter Operation

At low outdoor temperature, the diesel fuels flow properties can be unacceptable on
account of paraffin precipitation. In order to prevent operational problems (e.g. clogged
filters) during such periods, diesel fuels with suitable cold-flow characteristic should be
used. If not available additives can be added. See the information in the specific operation
manual.
4.2.4 Fuel Properties for Calculation Routines

A fuel is a chemical compound with varying properties. Instead of specific ranges, values
will be given for some properties only. But for comparable calculations fixed values have to
be used. Mainly two values will be needed in the calculations.
1 Fuel density
2 Lower Caloric Value (alias Lower Heating Value)
Therefore the following definitions have been done in order to produce comparable
calculations.
Fuel Density:
The fuel density will be needed e.g. to convert mass flow to volume flow and to estimate
the tank capacity of the ship. The fuel density depends on the ambient temperature and
shall be referenced to 15°C.
Fuel density = 830 kg/m3 for calculations only
Lower Caloric Value:

In the diesel engine performance diagram (see chapter 5) the lines of constant specific
fuel consumption depend on a given Lower Caloric Value. If a comparison has to be made
between different fuels or with other diesel engine performance diagrams the Lower
Caloric Value of the reference fuel has to be known.
Lower Caloric Value = 42800 kJ/kg for calculations only

Rev. 2.01
Marine Application
Diesel Engine Performance Diagram Page 5-1
5 DIESEL ENGINE PERFORMANCE DIAGRAM

5.1 General Notes
The diesel engine performance diagram serves as the basis for a number of calculations,
but one of its most important functions is to indicate the speed (n) and brake power (PB)
limits that must be observed, e.g. in different naval applications.
Rated power (100%) = Fuel stop power 3

2
Lugging point
Lug down range
Constant spec ific fuel

consumption
Turbocharger
switching border line
II
Brake Power in kW
Maximum Continuous UMBL

Rating (MCR) limit line
Acceleration
reserve
Minimum speed
(low idle)
II
I Rated speed
(100%)
1
Theoretical propeller curve (P~ n³)
Diesel Engine Speed in rpm
Figure 5.1.1: Structure diesel engine performance diagram
Figure 5.1.1 shows the scheme of a typical diesel engine performance diagram with its
designations. The diagram can be separated in the
• operating envelope,
• operating area,
• propeller curve, and
• adaptation on the application.
UMBL : The abbreviation UMBL stands for the German word “umblasen” and
describes a method of optimizing the turbocharging (see page 5-3). This
feature is implemented in the Series 4000, i.e. in diesel engines with
sequential turbocharging only.

Rev. 2.01
Marine Application
Page 5-2 Diesel Engine Performance Diagram
Operating envelope:
Envelope Remark
The operating area of the diesel engine is limited by the Maximum
Continuous Rating (MCR) limit line.
On the left side the limit will be built by the Minimum Speed (n), the
lowest self contained speed of the diesel engine. This speed should
not usually mixed up with the minimum clutch engaging speed which
will be somewhat higher.
The line between the Minimum Speed and Lugging Point shows the
operational limits determined by thermal, mechanical and/or
combustion related issues.
The upper side will be built by the Fuel Stop Power or Rated
Power (100% brake power). Dependent on the application and the
chosen TBO the maximum available power output of the diesel
engine will be limited. The speed range where the Fuel Stop Power is
in effect will be called Lug-Down Range. The leftmost point of the
Lug-Down Range is the Lugging Point. Below this speed the Rated
Power is no more available.
Sometimes this type of rating where the possible available output
power is limited by the diesel engine controller is called Flat Rating.
The right side limit will be built by the Rated Speed (100%) of the
diesel engine.

Rev. 2.01
Marine Application
Operating area:
The operating area is divided into several areas, dependent on the operational behaviour of
the turbochargers. In the case of sequential turbocharging the status of the turbocharger
is shown.
I, II : Status, sequential turbocharging
II UMBL : The diesel engine operating values can be further optimized by employment
of some blowing over facilities within the exhaust turbocharger connection.
After connection of the second turbocharger, charged air is passed over to
the exhaust line controlled by the diesel engine electronics in order to
increase the mass flow rate through the turbine. In combination with the
improved situation of the working line with reference to the compressor
efficiency a higher loading-pressure and consequently an improvement of
the diesel engine operating values is obtained.
The areas are separate by the Turbocharger Switching Borderlines where the diesel engine
controller switches from one status to another. This switching will not take place at a fixed
power-speed relation but in certain speed range to avoid permanent switch if the diesel
engine operates near the borderline. This results in a specific behaviour of the diesel
engine. If the diesel engine will be run on a load curve from Rated Power to idle or vice
versa the load points will be slightly different. Normal operation will not be affected but in
the specification of an acceptance test this behaviour should be taken into consideration.
Continuous operation at the turbocharger switching line should be avoided.
Propeller curve:
In Figure 5.1.1 a simple theoretical propeller curve is shown with its design point at Rated
Power (100% PB) and Rated Speed (100% n). The difference between the propeller curve
and MCR curve is called Acceleration Reserve. This reserve can be used during dynamic
operations.
The propeller curve in the diesel engine performance diagram shows only the stationary
situation, where all forces are balanced. In this case the diesel engine moves only on the
propeller curve and all the other points in the operating area are out of reach because
there is no power-speed relation possible.
In a non stationary case this situation changes visibly. Starting at a stationary point the
diesel engine tries to accelerate. The speed of the diesel engine increases and so does the
propeller. But the relation between propeller speed (n) and ship speed (v) are not in
balance any more. The propeller tries to move to fast for the given ship speed and it
absorbs more power than in a balanced situation. For the diesel engine the rise of the
propeller curve tends to increase. In this situation the power output of the diesel engine at
a certain speed (n) can be higher than the stationary propeller curve demands.
If the acceleration is to fast the MCR curve will act as limiter.
Generally big acceleration reserves allow fast manoeuvring if gearbox and shaft line are to
be designed for this application.

Rev. 2.01
Marine Application
Adaptation on application:
Every diagram will be given in a specified context and should not used separately. Basis for
the shown Rated Power and the specific fuel consumption in the performance diagram are
the
• Application group (1A, 1B, 1DS, 3A, 3B)

• Reference conditions
• Time between overhauls (TBO) with the belonging operating load profile
If the application does not match with the reference conditions the correction factors for
output power and specific fuel consumption are also given. Figure 5.1.2 shows such a
representative diesel engine performance diagram.
Additionally a change in TBO, due to the operating load profile, will be specified in a
Contract Specific Addition to the performance diagram (Figure 5.1.3).
Remark:
The series 2000 has an additional speed margin of 50 rpm.

Rev. 2.01
Marine Application
Figure 5.1.2: Diesel engine performance diagram

Rev. 2.01
Marine Application
Figure 5.1.3: Load profile and TBO: Contract specific addition

Rev. 2.01
Marine Application
5.2 Load Curves

The main application of a diesel engine in a marine context is propulsion. Most of the ships
have individual hull forms. Nevertheless they can be sorted into groups with characteristic
propeller curves. The basis will be formed by a monohull as a typical displacement vessel
(Figure 5.2.1).
rated pow er (100%)

Brake Power in (%)
rated speed (100%)

theoretical propeller
curve (P ~ n3) monohull
(w ithout planing)
Diesel Engine Speed in ( % )
Figure 5.2.1: Monohull (displacement vessel without planing)
There is only a small difference between individual and theoretical propeller curves
(Figure 5.1.1 ).
In Figure 5.2.2 the speed range of the vessel has been increased and the individual
propeller curve starts to build a hump. The ship moves from plain displacement into
planing.
The theoretical curve without planing is added in order to show that the resistance of the
ship decreases considerably when planing occurs. The difference between individual and
theoretical propeller curves is obvious.
Planing depends on a lot of factors like ship size and speed and will be mainly influenced
by the hull form. A ship designed for planing will move earlier into this state than an other
ships.
Therefore it is not clear how the ship will behave if it is not known for what it is designed.

Rev. 2.01
Marine Application
rated pow er (100%)
theoretical propeller curve w ithout planing

(for comparison)
Brake Power in (%)
rated speed (100%)

monohull
(w ith planing)
curve (P ~ n3)
Figure 5.2.2: Monohull (displacement vessel with planing)
rated pow er (100%)

Brake Power in (%)
rated speed (100%)
catamaran
curve (P ~ n3)
Figure 5.2.3: Catamaran (multihull, never planing)
There are some hull forms like catamarans or trimarans that will never have a planing
phase due to their high draught and small planing area. Their hump is the result of the
interaction of waves between the hulls.

Rev. 2.01
Marine Application
If only the design point of a ship is known the quality of an approximation with a
theoretical propeller curve can be good or bad dependent on the influences shown and
should always be looked at with care.
Examples
rated pow er (100%)
100
MCR curve
Brake Power PB in ( % ) per Ship
80
60
e.g. ship w ith planning
40
rated speed (100%)

e.g. catamaran
20
curve (P ~ n3)
0
20 40 60 80 100
Figure 5.2.4: Propeller curves with hump in performance diagram
Figure 5.2.4 shows what can happen when a propeller curve with hump and a diesel
engine performance diagram will be merged. It must be checked if the propeller curve is
inside the MCR limits with sufficient distance to these limits (dynamic behaviour). Also
shown is the theoretical propeller curve as a basis to get an impression how different
types of ships and their operational states can deviate.
In such cases the diesel engine manufacturer (MTU) should always be consulted. In the
worst case when a short overload is not practical a two stage gearbox must be used.

Rev. 2.01
Marine Application

Rev. 2.01
Marine Application
Propulsion, Interaction Diesel Engine with Application Page 6-1
6 PROPULSION, INTERACTION DIESEL ENGINE WITH APPLICATION

6.1 Propulsor
6.1.1 Abbreviations
The following abbreviations will be used in section 6. In the majority (marked with an
asterisk) they are according to recommendations of the ITTC Symbols and Terminology
List, Draft Version1999 (International Towing Tank Conference).
PB
PD PS
Propeller Gearbox Diesel Engine
Figure 6.1.1: Scheme of a propulsive unit (side view)
(Propeller flange means a location (see PD) after the last bearing and before the propeller.)
Symbol Name Definition or Explanation SI Unit
ITTC
B Fuel consumption Within MTU: kg/h m3/h
kg/h
D * Propeller diameter m
Hu Lower heating value or lower Lower heating value of fuel KJ/kg
caloric value (preferred value 42800 kJ/kg)
PB * Brake power Power at output flange of the diesel engine, W
power delivered by primer mover.
PD * Delivered power or propeller Power at propeller flange. W
power, propeller load
PE * Effective power or resistance Power for towing a ship. W
power
PS * Shaft power Power measured on the shaft. Power W
available at the output flange of a gearbox. If
no gearbox fitted: PS = PB
PS Generator apparent power W
Pp Generator active power W
RT * Total resistance Total resistance of a towed ship. N
T * Propeller thrust or waterjet N
thrust

Rev. 2.01
Marine Application
Page 6-2 Propulsion, Interaction Diesel Engine with Application
Symbol Name Definition or Explanation SI Unit
be Specific fuel consumption within MTU often used as SFC kg/kWh

( MTU dimension g/kWh) (g/kWh)
f Electrical power supply Hz
frequency
n Shaft speed, rate of revolution (diesel engine, gearbox, propulsor) 1/s
alias rpm in several propulsor applications (rpm)
(1/60s = rpm = 1/min)
p Number of generator pole pairs ---
v Ship speed (see remark 1) m/s
(knot)
ηD * Propulsive efficiency PE / PD ---
ηGen Generator efficiency ---
ηH * Hull efficiency ---
ηm Mechanical efficiency PD / PB ,represents the losses between ---

diesel engine and propeller flange.
η0 * Propeller open water efficiency ---
ηR * Relative rotative efficiency ---
ρfuel Specific density of fuel (preferred value 830 kg/m3) kg/m3
Remark 1:
While the SI-Unit of velocity is meter/second the traditional unit knots is widely used and
this situation will not change in the near future.
kn knot (1sm/h or 1852m/3600s = 0.5144 m/s)

sm sea mile ( = 1852 m) (alias nm = nautical mile)

Rev. 2.01
Marine Application
6.1.2 Propulsive Devices (Overview)

The duty of a propulsive unit is to convert the power of the diesel engine into propulsive
thrust.
6.1.2.1 General characteristics
Type General Characteristics
Fixed Pitch Propeller Ease of manufacture

(FPP) Small hub size
Blade root dictates boss length
Design for single condition (design point)
Absorbed power varies with propeller speed
No restriction on blade area or shape
Gearbox: reverse reduction gear needed
Controllable Pitch Constant or variable speed operation
Propeller (CPP) Blade root is restricted by palm dimensions
Mechanical complexity
Restriction on blade area to maintain reversibility
Can accommodate multiple operating conditions
Increased manoeuvrability
Gearbox: a fully reversible CPP needs only a non reversing
reduction gear
Waterjet Good directional control of thrust
Increased mechanical complexity
Avoids need for separate rudder
Diesel engine load independent of wind and sea state
High speed range (approx.>20 kn)
Gearbox: non reversing gear needed. Sometimes a
reversing gear is used to allow back flushing of
water (reverse mode)

Rev. 2.01
Marine Application
Rudderpropeller Good directional control of thrust

Avoids need for rudder
Can employ ducted or non ducted FPP or CPP types
Low speed range (approx.<20 kn)
Gearbox: integrated in propeller drive unit
Cycloidal Propeller Good directional control of thrust

(Voith-Schneider Propeller)
Gearbox: integrated in propeller drive unit,
adaptation may be required
Twin-Propeller Good directional control of thrust
Propeller coupled mechanically
Same direction of rotation
Gearbox: integrated in propeller drive unit
Podded Propulsion Good directional control of thrust
Electric motor drives propeller
Gearbox: not required

Rev. 2.01
Marine Application
6.1.2.2 Typical arrangements
Type Typical Arrangements
Fixed Pitch Propeller

(FPP)
Controllable Pitch
Propeller (CPP)
Waterjet
Rudderpropeller

Rev. 2.01
Marine Application
Type Typical Arrangements
Cycloidal Propeller
(Voith-Schneider Propeller)
Twin-Propeller
Podded Propulsion

Rev. 2.01
Marine Application
6.1.2.3 Manoeuvring characteristics
Type Manoeuvring Characteristics
Fixed Pitch Propeller

(FPP) Power demand: fixed relation between ship speed and
diesel engine power. Clear dependence
on hull resistance.
Ship speed: adjusting diesel engine speed.
Astern: reversible gearbox.
Control: not applicable.
Gearbox: reversing reduction gearbox.
Rudder: needed.
Controllable Pitch
Propeller (CPP) Power demand: every possible pitch has its own fixed
relation to the effective power curve.
Clear dependence on hull resistance.
Ship speed: adjusting diesel engine speed or
propeller pitch.
Astern: reversible gearbox or fully reversible
propeller.
Control: hydraulic power pack arranged in shaft
line or at the gearbox.
Gearbox: non-reversing reduction gearbox.
Rudder: needed.
Waterjet
Power demand: fixed relation between shaft speed and
diesel engine power. Small dependence
on hull resistance.
Astern: reversing bucket (optional).
Control: hydraulic power pack for steering and
reversing bucket.
Gearbox: non-reversing/reversing reduction
gearbox.
Rudder: if no steering equipment at waterjet.

Rev. 2.01
Marine Application
Type Manoeuvring Characteristics
Rudderpropeller
Power demand: fixed relation between ship speed and
on hull resistance.
Astern: turning the propeller pod.
Control: hydraulic power pack for steering.
Gearbox: integrated.
Rudder: no need.
Cycloidal Propeller
(Voith-Schneider Propeller) Power demand: every possible blade pitch has its own
fixed relation to the effective power
curve. Clear dependence on hull
resistance.
Ship speed: adjusting diesel engine speed or blade
pitch.
Astern: control of thrust direction via blade
pitch.
Control: hydraulic power pack.
Rudder: no need.
Twin-Propeller
Power demand: fixed relation between ship speed and
on hull resistance.
Astern: turning the propeller pod.
Rudder: no need.
Podded Propulsion
Power demand: full electric propulsion, fixed relation
between ship speed and electric motor.
Clear dependence on hull resistance.
Ship speed: adjusting motor speed (electrical).
Astern: turning the pod or reversing the motor.
Gearbox: no need.
Rudder: no need.

Rev. 2.01
Marine Application
6.1.3 Shaft Line and Gearbox Losses

The brake power (PB) of the diesel engine will be transferred via a shaft line to the propeller
flange. All power consumers in the shaft line will be counted as mechanical losses (ηm).
The main loss will occur in the gearbox depending on how many gears and clutches are
used and how many pumps are attached. In any case the pumps will generate the main
part of the losses.
PD
ηm = (---) (E- 6.1.1)
PB
PB = diesel engine brake Power in kW

PD = delivered Power in kW
ηm = mechanical efficiency
At the design point the following approximations can be used:
ηm = 0.98 non reversible gearbox (with and without intermediate gear)

ηm = 0.97 reversible gearbox
The manufacturer must provide information about the losses in the gearbox.
Between diesel engine output flange and propeller, the diesel engine has to deal with two
different kinds of mechanical friction losses:
1 Static friction loss (no oil film yet)

2 Dynamic friction loss (built up oil film)
The dynamic friction losses in the shaft line bearings (<1%) can be neglected. If no gearbox
is used, take an approximation of ηm = 0.99%.
If the propeller shaft starts turning, the static friction has to be overcome (initial
break-away torque) until lubrication has been established and dynamic friction only is in
effect.

Rev. 2.01
Marine Application
6.2 Propeller
6.2.1 Propeller Geometry
To understand the hydrodynamic action of a propeller it is essential to have a thorough
understanding of basic propeller geometry and the corresponding definitions. Figure 6.2.1
shows what is meant by rake and skew of a propeller. The use of skew has been shown to
be effective in reducing vibratory forces, hull pressure induced vibration and retarding
cavitation development. With rake, the stress in the blade can be controlled and slightly
thinner blade sections can be used, which can be advantageous from blade hydrodynamic
considerations.
Rotation
Rake
Skew
Hub
Diameter
Figure 6.2.1: Scheme of propeller geometry (skew and rake)
Every propeller needs a hub to fix the blades and to place the control mechanism (CPP) for
the blades. This results in different hub sizes for a FPP and a CPP (propeller) and is a
characteristic difference between these two types. The hub size of a CPP is 10 to 15%
larger (related to the diameter). See the figures in the overview section (6.1.2) also.
Another difference is the blade area ratio (A/A0). Blade area ratio is simply the blade area,
a defined form of the blade outline projection, divided by the propeller disc area (A0). As a
controllable pitch propeller is usually fully reversible in the sense that its blades can pass
through zero pitch condition care has to be taken that the blades do not interfere with
each other. With equal number of blades, a CPP will have a somewhat smaller area ratio
than a FPP.

Rev. 2.01
Marine Application
The expression (P/D) is the commonly used pitch ratio. Alternatively the pitch angle θ can
be given. Due to the geometry of the blade the pitch angle varies from hub to tip.
r
D = 2R and x = (dimensionless radius) (E- 6.2.1)
R
D = propeller diameter in m
R = propeller radius in m
r = location on propeller radius in m
x = dimensionless location on propeller radius (r/R)
Generally the characteristic pitch angle is defined at a propeller ratio of x=0.7.

Unfortunately there are several pitch definitions and the distinction between them is of
considerable importance to avoid analytical mistakes:
1 nose tail pitch

2 face pitch
The nose–tail pitch line is today the most commonly used and referenced line. The face
pitch line is basically a tangent to the section of the pressure side surface and used in
older model test series (e.g. the Wageningen B Series). Although the difference is not big,
it can be the reason for using different values for the same propeller.
The following equation can be used to convert the pitch from P/D to θ or vice versa.
⎛P ⎞
Θ = arc tan ⎜⎜ D ⎟⎟ (---) (E- 6.2.2)
⎜ xπ ⎟
⎝ ⎠
P/D = relation propeller pitch/propeller diameter

x = dimensionless location on propeller radius (r/R)
Θ = pitch angle

Rev. 2.01
Marine Application
6.2.2 Propeller Type Selection
6.2.2.1 FPP or CPP

The selection of a propeller for a particular application usually is a result of the
consideration of different factors. These factors can be determined in pursuit of maximum
efficiency with respect to:
• noise limitation
• ease of manoeuvrability
• cost of installation and so on.
Each vessel has to be considered with regard to its own special application. The choice
between a fixed pitch (FPP) and a controllable pitch propeller (CPP) has been a long
contested debate between the proponents of the various systems. Controllable pitch
propellers have gained complete dominance in Roll On – Roll Off (Ro-Ro) vessels, ferry and
tug markets with vessels of over 1500 kW propulsion power with an operational profile
that can be satisfied by a CPP better than by a two speed gearbox. For all other purposes
the simpler fixed pitch propeller appears to be a satisfactory solution. Comparing the
reliability between the simply build up FPP and the mechanical complex CPP shows, that
the CPP has achieved the status of being a reliable component.
The CPP has the advantage of permitting constant speed operation of the propeller.
Although this leads to a loss in efficiency, it does readily allow the use of shaft driven
generators, if this is a demand in the operational profile of the ship.
During the last years the electric drive with podded propeller has been arising on the
market. Without the need of a gearbox and controllability of the electric motor a fixed
pitch propeller seems to be the best choice. But it must not be forgotten to compare the
economical aspects of an extended motor control with the cost of a CPP.
Propeller Clearance
a ≥ 0.25D
Rudder b ≥ 0.20D
a
Figure 6.2.2: Propeller clearance

Rev. 2.01
Marine Application
6.2.2.2 Propeller size

To determine the propeller diameter (D) for certain delivered power (PD) at a propeller
speed (n) and a ship speed (v) is a complex routine. For some propellers calculation
procedures are available, which can be found in the literature with all necessary
assumptions that have to be made or simply direct your questions to the manufacturer.
The size of a propeller cannot only be calculated theoretically, but must also be adapted to
the ship. The ship must provide the necessary space for the propeller including a sufficient
clearance between propeller and hull (Figure 6.2.2). Due to hydrodynamic effects and/or
cavitation the ship hull and the rudder can be mechanically excited, which can cause heavy
vibrations at the stern or the rudder with the possibility of mechanical failures.
The values shown in Figure 6.2.2 are only a design proposal. For more detailed information
see the recommendations of a classification society or the responsible yard.
6.2.2.3 Cavitation and thrust breakdown

The majority of vessels of approximately 100 tonnes displacement or more can control,
not eliminate, the effects of cavitation. That means to reduce the erosive effect on material
and to improve its hydrodynamic performance as well as its behaviour as a source of
vibration excitation. But it must be remembered that there are very few propellers that are
free from cavitation. Most of them experience cavitation at some position in the propeller
disc.
A few words about the effect of thrust breakdown: The power density of a propeller can
only be increased to a certain limit, which depends on the propeller parameters and
especially on the blade area ratio. Obviously the cavitation occurs first at the tip section of
a blade and extends downward with higher power consumption. It is a matter of definition
when these effects are called “thrust breakdown”, e.g. if the cavitation exceeds below the
0.5 radius. Subsequently the propeller efficiency will decrease rapidly.
6.2.2.4 Propeller for high speed vessels

For high-speed vessels where both the advance and rotational speeds are high and the
propeller immersion low, a point may be reached where it is not possible to acceptably
control the effects of cavitation. To overcome this problem the blade sections are
permitted to fully cavitate, so that the cavity developed on the back of the blade extends
beyond the trailing edge and collapses into the wake of the blade in the slipstream. Such
propellers are called supercavitating propellers and are frequently used in application on
high-speed naval vessels and pleasure crafts.
For small high-speed crafts the concept of a surface piercing propeller has been
successful. This propeller operates partially in and partially out of the water. The design
immersion measured from the free surface to the centre line, can be reduced to zero or is
controllable (e.g. Arneson Surface Drive). In the partially immersed condition the propeller
blades are commonly designed to operate such that the pressure face of the blade
remains fully wetted and the suction side is dry.
Rev. 2.01
Marine Application
6.2.3 Direction of Propeller Rotation

The direction of rotation can have consequences for manoeuvring and efficiency
considerations. Although the given explanations in literature are not really convincing the
following recommendations can be given:
Single shaft: (looking from aft at propeller)
FPP (fixed pitch propeller)

Direction of rotation: clockwise
CPP (controllable pitch propeller)

Direction of rotation: counter clockwise

Rev. 2.01
Marine Application
Twin shaft: (looking from aft at propeller)
FPP (fixed pitch propeller)

Port side: counter clockwise Starboard: clockwise
also named: outboard over top rotation

CPP (controllable pitch propeller)
Port side: clockwise Starboard: counter clockwise
also named: inboard over top rotation
For those who are still eager to hear a few words about the reasons for doing so, here are
some explanations from literature (no specific source).
Propeller efficiency:
It has been found that the rotation present in the wake field, due to the flow around the
ship, at the propeller disc can lead to a gain in propeller efficiency when the direction of
rotation of the propeller is opposite to the direction of rotation in the wake field.
Manoeuvring (single propeller):
For ships with a single propeller the influence on manoeuvring is entirely determined by
the “paddle wheel effect”. When the ship is stationary and the propeller is started, the
propeller will move the afterbody of the ship in the direction of rotation. Thus with a fixed

Rev. 2.01
Marine Application
pitch propeller, this direction of initial motion will change with the direction of rotation, i.e.
is ahead or astern thrust. In the case of a controllable pitch propeller the motion will tend
to be unidirectional because only the pitch changes from the ahead to the astern position.
The direction of rotation will not change.
In the astern thrust position FPP and CPP will have the same direction of rotation and
assuming that starboard is the main docking side there is an advantage to push off from
the quay with astern thrust.
Manoeuvring (twin propeller):
In addition to the paddle wheel effect other forces due to the pressure differential on the
hull and shaft eccentricity come into effect. The pressure differential, due to reverse
thrusts of the propellers on either side of the hull gives a lateral force and turning moment.
From the manoeuvrability point of view it can be deduced from test results that the fixed
pitch propellers are best when turning outboard over top. For the controllable pitch
propeller no such clear-cut conclusion exists.
Although these effects are small, the design should follow the given recommendations but
if the rules are not kept no great disadvantage arises.

Rev. 2.01
Marine Application
6.2.4 Selection of Propeller Blade Number

Blade numbers generally range from three to seven. For merchant ships four, five or six
blades are favoured, although many tugs and fishing vessels frequently use three bladed
designs. In naval applications where the generated noise become important blade
numbers of five and above predominate.
The number of blades shall be primarily determined by the need to avoid harmful resonant
frequencies of the ship structure and torsional machinery vibration frequencies. As blade
number increases cavitation problems at the blade root can be enhanced, since the blade
clearance becomes less.
It is also found that propeller efficiency and optimum diameter increase as the number of
blades decreases and to some extent, the propeller speed (n) will be depend on the blade
number.

Rev. 2.01
Marine Application
6.3 Propeller Curve

6.3.1 Basics
When a ship is being towed and is not fitted with a propeller, the required force is called
resistance (R) and the necessary power to tow the ship at a certain speed (v) is:
PE = R T ⋅ v (kW) (E- 6.3.1)
PE = effective Power in kW
RT = total resistance in kN
v = ship speed in m/s
Basis for the design of a propulsive device is the effective power (PE) curve for a ship,
showing the relation between effective power and ship speed (v). The effective power
curve will be evaluated by a test facility or estimated with respect to a defined condition,
i.e. usually the trial condition.
Example: Trial condition for acceptance test

• new ship, clean hull
• sea state 0-1 (calm water), wind Beaufort 2-3
• load condition (defined, e.g. full load)
• no current
Figure 6.3.1: Trial condition (example)
The load of the propulsive device to match the effective power is called delivered
power (PD) and the relation between the effective and delivered power is called the
propulsive efficiency (ηD).
PE
ηD = (---) (E- 6.3.2)
PD
ηD = propulsive efficiency
PD = delivered Power in kW

Rev. 2.01
Marine Application
The propulsive efficiency is the product of:

• Propulsive unit efficiency in open water (η0)
depending on type, size, speed, e.g.
(at design point approx. η0 = 0.60 – 0.75).
• Hull efficiency (ηH)
depending on wake fraction and thrust deduction fraction
(at design point approx. 0.90 – 1.10).
• Relative rotational efficiency (ηR)
depending on the propeller efficiency behind the ship and the propeller open water
efficiency
(at design point approx. 0.95 – 1.02).
ηD = η O ⋅ ηH ⋅ ηR (---) (E- 6.3.3)
η0 = propulsive efficiency in open water

ηH = hull efficiency
ηR = relative rotational efficiency
The required effective power of the ship does not depend from ship speed (v) only, but also
environmental conditions (wind, sea state), hull roughness (clean, fouling) and actual load
condition have to be taken into consideration (Figure 6.3.2).
effective pow er curve

(in service)
Effective Power PE
pow er difference at
const. Speed (v)
ship speed difference

at const. Pow er (PE )
effective pow er curve

(clean hull)
Ship Speed (v)
Figure 6.3.2: Influence of change in resistance on effective power curve (example)

Rev. 2.01
Marine Application
Effective Power
Effective Power (PE)

1
Ship Speed (v)
Curve
Propeller Design
The result of the propeller design can be presented in the following diagrams.
Delivered Power (P D )
Brake Power (P B)
2 3 4
As Required
user defined
Ship Speed (v) Propeller Speed (n) As Required
Figure 6.3.3: From effective to delivered power curve (example)
On the basis of a defined effective power curve (Figure 6.3.3, part 1) a propeller will be
designed. The relation between delivered power (PD) and ship speed (v) or propeller
speed (n) can be shown in single diagrams or a diagram using both ordinates. Figure 6.3.3,
part 2 to 4, shows some examples. The diagram with the propeller speed (n) as abscissa
(X-axes) has the advantage that the performance diagram of the diesel engine can be
plotted in also.

Rev. 2.01
Marine Application
Every change in the effective power curve will be seen in the propeller curve also. The
example in Figure 6.3.4 shows that due to the cubic characteristic of the propeller curve
small changes can have great effects.
propeller curve
(in service)
Delivered Power PD
pow er difference at const.

Propeller Speed (n)
propeller speed difference

at const. Pow er (PD)
propeller curve
(clean hull)
Propeller Speed (n)
Figure 6.3.4: Effect of change in resistance on delivered power curve (example)
Although the curves in Figure 6.3.2 and Figure 6.3.4 are similar in shape they are different.
The effective and the delivered power will be related by the propulsive efficiency (ηD). This
means that the propeller curve is only valid for the designed propeller. Changing the
geometry of the propeller (e.g. diameter, area ratio, pitch or the number of blades) leads to
a new power-speed relation, i.e. a new propeller curve. If the effective power curve
changes, e.g. from clean hull and fair weather to fouled hull and heavy weather the
propeller curve will also change.
That leads to the conclusion: A change in the propeller curve can be initiated by the ship
(effective power) or by a modification of the propeller.

Rev. 2.01
Marine Application
FPP: The propeller curve has a fixed relation to the effective power curve and will be
influenced by the ship (effective power) only.
CPP: Every possible pitch has its own fixed relation to the effective power curve. This
leads to multiple propeller curves (Figure 6.3.5). The propeller curve is influenced by
the ship (effective power) and the propeller pitch.
CPP (Controllable Pitch Propeller)
design pitch
Delivered Power PD
constant ship speed
pitch increases
pitch decreases
propeller curves = lines of constant pitch
Propeller Speed (n)
Figure 6.3.5: Effect of different propeller pitches on delivered power (example)
This different behaviour will have distinct consequences on the design of the chosen
propeller type.

Rev. 2.01
Marine Application
6.3.2 Theoretical Propeller Curve

Diameter (D), delivered power (PD) and shaft speed (n) of the propeller can be calculated
by the propeller manufacturer, when the effective power curve is given and the design
speed (v) and the installed brake power (PB) have been chosen. Power and propeller
speed (n) have to match the installed power of the diesel engine.
If only the design point of the propeller or the diesel engine is known, a simple
approximation can be done by a theoretical propeller curve.
⎛ P ⎞ 3
PD = ⎜⎜ 3 D rated ⎟⎟ ⋅ n prop (---) (E- 6.3.4)
⎝ n prop rated ⎠
PD = delivered power in kW
PD rated = rated delivered power in kW
nprop = propeller speed in rpm
nprop rated = rated propeller speed in rpm
fixed propeller geometry
⎛ P ⎞ 3
PB = ⎜⎜ 3 B rated ⎟⎟ ⋅ n prop (---) (E- 6.3.5)
⎝ n prop rated ⎠
PB = diesel engine brake power in kW

PB rated = rated diesel engine brake power in kW
nprop = propeller speed in rpm
nprop rated = diesel engine speed in rpm
fixed propeller geometry
Diesel engine and propeller have a fixed relation via the propeller shaft and therefore the
equation can be used for PB and PD as well.
There will be differences to the real curve, depending on the hull form (see chapter 5.2
also) as the decisive factor, and taking into account that the propeller geometry is fixed.
That means the approximation of a controllable pitch propeller is only valid for the design
pitch.
There is another restriction for the lower speed range. Below a certain speed (v) the wind
forces can become dominant and the delivered power does not decrease any more.

Rev. 2.01
Marine Application
Something to remember: Cubical propeller curve, why n3 ?

(not for calculation purpose!)
qv = c ⋅ A = c ⋅ π ⋅ D2 4 qv = volume flow
A = propeller disc area
c = π ⋅ n ⋅D c = flow speed
D = propeller diameter (constant for a given design)
n = propeller speed
This leads to :
qv ~ n ⋅ D3
Bernoulli equation (c1=0)

∆p = ρ ⋅ c 2 2 ∆p = pressure difference
P = ∆p ⋅ q v P = power
The result : theoretical propeller curve

power is proportional to n3 (propeller speed)
P ~n ⋅D
3 5
or
P ~ c 3 ⋅ D2 power is proportional to c3 (∼ship speed)

Rev. 2.01
Marine Application
6.3.3 Estimating the Required Diesel Engine Power

In some cases the required total diesel engine brake power (PB) for a ship has to be
estimated in a very early stage of a project and only estimations of the effective power (PE)
or the total Resistance (RT) are available.
With Equation (E- 6.1.1), (E- 6.3.1) and (E- 6.3.2) a rough estimation for the required total
diesel engine brake power (PB) at ship speed (v) can be done.
R T ⋅ v ⋅ 0.5144
PB = (kW) (E- 6.3.6)
ηD ⋅ η m
or
PE
PB = (kW) (E- 6.3.7)
ηD ⋅ η m
PB = total diesel engine brake power in kW

RT = total resistance at ship speed (v) in kN
v = ship speed in knot
(0.5144 used to convert knot to m/s)
ηm = mechanical efficiency
At the design point the following approximation can be used for the efficiencies:
ηm = 0.97
ηD = 0.60
The result is the total diesel engine brake power (PB) for the ship. This value must be
distributed onto the desired number of diesel engines.

Rev. 2.01
Marine Application
6.4 Propeller and Performance Diagram

6.4.1 Driving Mode
6.4.1.1 General applications

Power (PD) and propeller speed (n) have to match the installed power for the
propulsion (PB). Only the sea trials show whether estimations are correct or not.
At this stage of evaluation a diesel engine has been selected and a design point inside the
performance diagram of the diesel engine has to be chosen. In addition to the
hydrodynamic aspects (Figure 6.3.3, Propeller Curve), manufacturing tolerances have to
be taken into account.
• Manufacturing tolerance in pitch, surface and profile influence the power absorption
of the propeller.
• Hull resistance can vary due to inevitable differences in load and shape of the ship.
120 100% = rated pow er

Brake Power PB in ( % ) Rated Power
100% = rated speed

C propeller curve
3
110
4 2 B
100
MCR curve 1 5 A
1
90
80
MCR curve 2
70
60
80 85 90 95 100 105 110
Propeller rpm in ( % ) Rated Speed
Figure 6.4.1: Change in delivered power due to weather, draught and fouling
Hydrodynamic and geometrical aspects (Figure 6.4.1) can shift the propeller curve (A) to
the left side of the performance diagram as shown in the propeller curve (C). Certain
models of diesel engines are more sensitive to this shifting than others. As a consequence,
the ship may not be able to operate at full speed when the hull has fouled, the weather
deteriorates or the draught has increased.

Rev. 2.01
Marine Application
In Figure 6.4.1 two different diesel engines (MCR curves 1 and 2) from various
manufacturers with different performance limits are shown. A change in the propeller
curve from (A) over (B) to (C) leads to the following behaviour:
A The diesel engines can run with full speed (n). No limitation arises (point 1). But the
propeller does not absorb the maximum available power.
B The diesel engines can run with full speed (n) and reach their full power. No
limitation arises (point 2).
C Due to the load limits (MTU: fuel stop power) both diesel engines are not able to
provide the required power for full speed (n) at point (3). In this case the diesel
engine controller reduces the speed (n) in order to find a operating point at fuel stop
power within the performance limits. For the diesel engine with MCR curve 1 this is
point (4) and for the other diesel engine point (5). The differences between the two
operating points (4) and (5) are the magnitude of reduction in ship speed (v), which
may be considerably high.
A similar behaviour is experienced in a two-shaft arrangement, which has been switched

over in a single shaft mode. Figure 6.4.2 shows the arrangement with diesel engines of the
same type one per shaft. The output power has been added over the speed range (MCR
curve 1) and the propeller curve running through point 1. Each diesel engine takes half the
load of the required brake power (PB).
120
Brake Power PB in (%) Total Vessel Power
fixed pitch propeller MCR curve 1

(2 diesel engines, one per shaft)
100 100% = rated pow er 1
100% = rated speed
tw o shaft
80 propeller curve
60 single shaft
propeller curve
40
MCR curve 2
2
(single shaft)
20
1 diesel engine
0
20 30 40 50 60 70 80 90 100 110
Figure 6.4.2: Diesel engine failure in a two shaft arrangement
MCR curve 2 shows the available brake power (PB) of one diesel engine. If one diesel
engine is shut down, the effective power of the ship relates to one propeller instead of two
with the consequence of a new propeller curve (single shaft propeller curve).

Rev. 2.01
Marine Application
The running diesel engine has to find a new operating point on the single shaft propeller
curve within its performance limits. In this example, point (2) is the new operating point for
the diesel engine. The point marks also the maximum available brake power (PB) (and
speed (n)) in the single shaft mode for this ship.
In case that the diesel engine finds no operating point it will stall. This will also point out
that with the chosen diesel engines the ship cannot be run in single shaft mode. In this
case a CPP has to be selected.
These are some reasons why the design point of the diesel engine should be carefully
specified with respect to the load limits and the kind of propeller (FPP, CPP) that is to be
used.
6.4.1.2 Bollard pull

For a tug the design target is the required bollard pull (or push; the propeller does not see
the source of resistance). That means that for the selection of the diesel engine the
required bollard pull - not the effective power and the related speed (v) - is the most
important issue. The design point in the diesel engine performance diagram has to be
chosen with respect to this condition.
For the bollard pull generally exist different definitions.
3 Maximum bollard pull, which is the maximum average of the recorded tension in
the towing wire over a period of one minute at a suitable trial location. The
maximum bollard pull generally corresponds to the maximum diesel engine
output.
4 Steady bollard pull, which is the continuously maintained tension in the towing
wire, which is achievable over a period of 5 minutes at a suitable trial location.
5 Effective bollard pull, which is the bollard pull that a vessel can achieve in an open
seaway but which is not ascertainable in a normal trial location. Generally it is
characterized as a certain percentage of the steady bollard pull (e.g. 75 – 80%).
After the propeller has been chosen (diameter (D), P/D, blade area ratio, etc.) the bollard
pull, also a cubic power curve can be estimated on the basis of the propeller parameters
(Figure 6.4.3). This curve can also be seen as the result of the limiting effective power
curve, which cannot be shifted to the left because the related ship speed is already zero.
Bollard pull trials should be conducted at a location providing a sufficient extent of deep
and unobstructed water. The recirculation effects into the propeller govern the required
extent of water, because at bollard pull condition the advance speed of the incoming water
should be zero. Water recirculation causes propeller thrust reduction/losses.
For bollard pull a design point at rated power (100% PB) and a diesel engine speed (n) in
the middle sector of the lug-down range, e.g. point1 in Figure 6.4.3, should be chosen. A
reserve/margin in diesel engine speed (n) to the left is necessary to overcome possible
design tolerances. The speed reserve/margin to the right allows a higher vessel speed.

Rev. 2.01
Marine Application
bollard pull
Brake Power PB in ( % ) Rated Power 1
100
100% = rated pow er
MCR curve
100% = rated speed
80
60
bollard pull
propeller curve
40 (w ithout tow ing)
20
0
20 40 60 80 100
Figure 6.4.3: Bollard pull
Without towing, the vessel runs on its plain effective power curve. The maximum
achievable ship speed (v) depends on the maximum propeller speed (n) using only a part of
the available diesel engine power. With a two stage gearbox a higher ship speed (v) would
be available. Figure 6.4.4 shows the relation between diesel engine speed (n) and ship
speed (v).
bollard pull
100
Ship Speed in ( % )
80
60
ship speed
(w ithout tow ing)
40
ship speed
(tow ing)
20
0
0 20 40 60 80 100
Figure 6.4.4: Bollard pull: Effect on ship speed

Rev. 2.01
Marine Application
6.4.2 Fixed Pitch Propeller (FPP)

The design of a propulsion system with a fixed pitch propeller is absolutely critical to the
performance of the ship.
The brake power (PB) curve (B) should pass through rated power at rated speed (point 2) of
the diesel engine. But due to geometrical tolerances and deteriorated hydrodynamics, the
propeller curve (C) can be higher than predicted.
This situation will be overcome by designing the propeller curve (A) a few revolutions faster
for the new ship. Dependent on the type of diesel engine two different approaches are
possible.
120
fixed pitch propeller
100% = rated pow er design propeller curve

110
100% = rated speed margin B
4 3 A
2
100
MCR curve design
margin
1
90
80
70
80 85 90 95 100 105 110
Figure 6.4.5: Choosing a design point for a fixed pitch propeller
MTU Procedure (wide lug-down range diesel characteristic):

Point 2: Preferred/recommended design point for the propeller.
The characteristic of a MTU diesel engine is the wide lug-down range above a certain
speed (n) (fuel stop power). This range can be used as a design margin. In poor weather
conditions or at increased hull resistance the propeller curve will move to the left. This
means, at sea trials with design load condition (Figure 6.3.1) and rated power the diesel
engine should work at the rightmost point of the lug down range (point 2, effective power
curve for trial conditions = propeller curve B), i.e. the design point for the propeller. With
growing lifetime the propeller curve will move to the left (e.g. point 3, propeller curve C).

Rev. 2.01
Marine Application
The design allows the propeller to run at rated power (100% PB) as long as the propeller
curve does not pass point 4 (lugging point) but continuous operation at the lugging point
should be avoided. The leftmost continuous operating point should be1-2% below the
lugging point speed (n). The maximum ship speed (v) will decrease slowly with the left
shifting of the propeller curve towards point 3.
Standard procedure (usable for all type of diesel engines):

Point 1: Preferred/recommended design point for the propeller.
In the design point the propeller runs at rated speed (100% n) and a small amount (design
margin) below rated power (100% PB). In this case the diesel engine is effectively working
at a derated condition (point 1, effective power curve for trial conditions = propeller
curve A). In poorer weather (environmental displacement) or with growing lifetime the
propeller curve will move to the left and the rated power will become available (point 2,
propeller curve B).
The design allows the propeller to run at 100% rpm (rated speed) as long as the propeller
curve does not pass point 2. The ship speed (v) will increase with the shifting of the
propeller curve and reaches its maximum at point 2.
Using this procedure the designer has to consider that it may not be possible to
demonstrate the full speed (v) capability of the ship at trial conditions, because the
speed (n) of the diesel engine is limited to the rated speed (100% n).
The difference between rated power and design power is called "sea margin" (= design
margin). If there are no specific demands, a design margin of approx. 6 to 10% shall be
used. The rated power will be met by propeller curve A at 102 to 103.5% speed (n) but this
is only theoretical.
Summary:
Either procedures or a mixture can be used for choosing the design point of a fixed pitch
propeller and a flat rated diesel engine. If the application demands no specific propeller
design point, the MTU recommendation shall be used (point 2 = primary design point for
the propeller).
No matter what design point is chosen the propeller curve runs on a fixed curve through
the performance range of the diesel engine. So, a few additional aspects shall not be
forgotten:
• If the propeller curve through the design point does not pass through the region of
minimum fuel consumption, the curve cannot be changed afterwards.
• If the propeller curve comes too close to the MCR curve, the curve cannot be moved
away from this region with the result of a blocked operation range.

Rev. 2.01
Marine Application
6.4.3 Controllable Pitch Propeller (CPP)

The controllable pitch propeller can be seen as an extension to the fixed pitch propeller.
Each pitch results in a new propeller curve. A typical example is shown in Figure 6.4.6
where the controllable pitch propeller characteristic is superimposed on a diesel engine
characteristic.
design pitch
controllable pitch propeller

100
constant ship speed
100% = rated pow er
100% = rated speed
80
pitch increases
60
MCR curve
40
20 pitch decreases

0
20 40 60 80 100
Figure 6.4.6: CPP characteristic in a typical diesel engine performance diagram
Every change in the pitch of the propeller changes the relation between propeller speed (n)
and brake power (PB) for the ship.
Due to possible later adjustment of the propeller pitch there are no restrictions for the
design point within the diesel engines performance diagram. The point at 100% brake
power (PB) and speed (n) should be chosen (Figure 6.4.7).
The available pitch range is not fixed. It is a part of the customer’s specification for the
propeller. On the manufacturer’s side it is limited by the size of the hub and the maximum
blade forces. Generally the available pitch range will be related to the design pitch and be
given in degrees. The range above the design pitch is very small because there is no
general need, except in special applications.

Rev. 2.01
Marine Application
Brake Power PB in ( % ) Rated Power controllable pitch propeller

110
propeller curve
100% = rated pow er (design pitch)
100% = rated speed
100 design point
MCR curve
90
80
70
60
80 85 90 95 100 105 110
Figure 6.4.7: Controllable pitch propeller design point

The performance of a CPP at design pitch can be calculated like a FPP. When off design
performance is needed use of fixed pitch characteristics beyond 5° from design pitch
should not be made because the effect of section distortion affects the calculation
considerably.
The controllable pitch allows various operations:

• If the delivered power curve through the design point (design pitch) does not pass
through the minimum fuel consumption region, it is possible to adjust the pitch at
partial load conditions.
• If the power curve comes too close to the diesel engine MCR limit, the operating
curve can be moved away from this region.
• If the ship during trials is not able to achieve the design brake power (PB) the design
pitch can be corrected or when the ship resistance increases with service life, the
design brake power (PB) and speed (n) will stay available.
• A CPP can be chosen with a fully reversible position and the ship can move astern
without the need of a reversing gearbox. The stopping distance will be significantly
lower than with a FPP. Generally the manoeuvring characteristics are better.
• A CPP can be chosen with a feathering position (minimum resistance), if a single
shaft mode is part of the operational profile.
• Over a certain power range the diesel can be operated at constant speed. In this
mode it can additionally drive e.g. a power generator or a fire fighting pump.

Rev. 2.01
Marine Application
But you have to pay for the advantages:

• The controllable pitch propeller is more expensive than a FPP.
• If the propeller will be set out of the design pitch the efficiency decreases.
• Additional space inside the ship has to be provided for the propeller control unit.
• Due to its internal mechanism the propeller has a bigger hub than a FPP (approx.
50%, compared with each other), this can lead to a somewhat higher diameter.
• If the propeller is fully reversible, care has to be taken that the blades will not
interfere with each other when passing zero pitch. The upper blade area ratio will be
limited.
There is an additional aspect that should be mentioned. If the diesel engine has a very
slender performance diagram, the design propeller curve will not lie inside the diagram for
the lower power range. This type of diesel engine can be used only with a propeller
controlled by a pitch – RPM relationship, frequently called “combinator diagram “
(Figure 6.4.8). Only in the last third of the power range the propeller will at run at design
pitch.
120
CPP 1
100
Speed (n) 3
Propeller Pich and Speed in ( % )
2
80
60
40
20
0
4
-12 -8 -4 0 4 8 12
-20
-40
Pitch
-60
-80
Position Operation Lever
Figure 6.4.8: Example: Combinator diagram (position of operation lever)

Rev. 2.01
Marine Application
CPP design pitch

100
1
100% = rated pow er
100% = rated speed
80
2
MCR curve
60
40 3 and 4 at
constant speed
close together
20
3
lines of constant pitch
0
4
20 40 60 80 100 120
Figure 6.4.9: Example: Combinator (position in propeller diagram)
Figure 6.4.9 shows the position of the propeller pitch in a diesel engines performance
diagram (only the right side of the diagram is shown). The left side of the combinator
diagram (Figure 6.4.8) shows the reverse operation of the propeller. The propeller will be
continuously shifted from zero pitch to maximum reverse pitch. Generally the maximum
reverse pitch will 60%-80% of the maximum forward pitch with the result that the propeller
will not use the full brake power of the diesel engine.
A further aspect for a combinator mode is the access to the region of minimum fuel
consumption. In this mode the propeller curve can come very close to the MCR curve with
a loss in acceleration performance. A programmed “combinator diagram” could give the
best overall performance as well.
With an MTU diesel engine the propeller can run in “combinator mode”, however, this is
generally not necessary due to the wide performance range of the diesel engine.
Another application is a constant speed generator attached to the gearbox. The diesel
engine runs at constant speed (n) feeding the generator and the ship speed (v) will be
controlled by the propeller pitch. This is a standard design for merchant ships running
most of their service time at high power rates.

Rev. 2.01
Marine Application
This will be shown in the next example (Figure 6.4.10) where a combinator will control the
pitch of a CPP again. A constant speed generator is attached to the gearbox and shall run
above 50% diesel engine load. In the lower power range the propeller shall run on design
pitch. The thick line (1-2-3-4) in the performance diagram shows the power-speed-pitch
relation of the propeller.
In the lower power range until point 3 the CPP runs at design pitch. Between point 3 and
point 2 the diesel engine speed will be raised with decreasing propeller pitch. The ship
speed will not change significantly. At point 2 the operating speed (n) for the attached
generator has been reached. Between point 2 and point 1 the diesel engine runs at
constant speed (n) feeding the propeller and the generator. The ship speed (v) is controlled
by the propeller pitch.
CPP constant ship speed 1 design pitch

100
100% = rated pow er
100% = rated speed Generator
80
operating
MCR curve
range
60
pitch increases
2
40 3
20
4
0
40 60 80 100 120
Figure 6.4.10: Example: Constant speed generator in operation with CPP

Rev. 2.01
Marine Application
A final example for the versatility of a CPP: Figure 6.4.11 is similar to Figure 6.4.2 and
shows what happens when in a two-shaft arrangement the diesel engines are switched
over in single shaft mode.
MCR curve 2 shows the available brake power (PB) of one diesel engine. The running diesel
engine has to find a new operating point on the single shaft propeller curve within its
performance limits. In this example, point (2) is the new operating point for the diesel
engine. This point marks also the maximum available brake power (PB) and speed (n) in
single shaft mode at design pitch for this ship.
In order to use the installed brake power of the running diesel engine the propeller pitch
has to be reduced (point 3). On this propeller curve, full power of the diesel engine and
maximum ship speed (v) in single shaft mode are attainable.
120
Brake Power PB in (%) Total Rated Power
CPP MCR curve 1

(2 diesel engines, one per shaft)
100 100% = rated pow er 1
100% = rated speed tw o shaft
propeller curve
80 design pitch
single shaft
60 propeller curve
design pitch
3
MCR curve 2
40
(single shaft)
1 diesel engine 2
20 single shaft
propeller curve
reduced pitch
0
20 30 40 50 60 70 80 90 100 110
Figure 6.4.11: Example: Single shaft operation with CPP

Rev. 2.01
Marine Application
6.5 Waterjet and Performance Diagram

6.5.1 Geometry and Design Point
The main application for a waterjet is in the higher speed range; let’s say above 20 kn. The
propulsive efficiency of a waterjet decreases considerably with speed (v) reduction. Below
20 to 24 kn a propeller should be preferred.
A waterjet is like a propeller a hydrodynamic propulsive device but is arranged inside the
ship and behaves more like a pump than as a propeller.
Nozzle Pump Inlet
Shaft
Height above
water line Effective inlet
Cross section
velocity
Stator
Impeller Inlet duct
Ship hull V = Ship speed
8 7
11 5 6 7
10 9
4 3 2
1 Inlet duct 7 Thrust bearing (alternative location)

2 Impeller 8 Steering deflector
3 Stator bowl 9 Hydraulic steering cylinder
4 Nozzle 10 Hydraulic bucket cylinder
5 Shaft 11 Inspection opening
6 Sealing box
Figure 6.5.1: Waterjet

Rev. 2.01
Marine Application
The main differences between a waterjet and a propeller are:

• The propeller is very sensitive to the velocity and direction of the local incoming flow.
It senses the ship in its hydrodynamic situation (sea state, wind, draught, etc.), so
does the diesel engine.
• The waterjet works more like a pump as long as there is water in the intake duct and
turns the brake power (PB) into thrust. There is only a minor feed back from ship.
For this reasons the diesel engine has minor load cycles when it is connected to a
waterjet.
120
Waterjet
design points
100% = rated pow er lugging point
100% = rated speed 2 1
100
propeller curve
80
60
MCR curve
40
20
constant fuel consumption

0
30 50 70 90 110
Impeller Speed in ( % ) Rated Speed
Figure 6.5.2: Waterjet design point
Due to the insensibility to the ship resistance (effective power curve) there are no
restrictions for a design point within the diesel engine performance diagram. But the
waterjet is like the propeller a mechanical device and manufacturing tolerances have also
to be taken into account.

Rev. 2.01
Marine Application
This relation can lead to the fact that at 100% shaft speed (n) the waterjet may not absorb
the diesel engines brake power (PB). Therefore a design point at rated power and
approx. 1 - 2% below 100% diesel engine shaft speed (n) (design margin) shall be chosen
(Figure 6.5.2, design point 1). If the effective power curve shifts to the left the ship
speed (v) will decrease but no change will be seen in Figure 6.5.2 because the waterjet is
still running with its demanded speed (n) and brake power (PB). The behaviour of the ship
cannot be seen in Figure 6.5.2.
That is the reason why this diagram has a limited use for choosing a waterjet design point.
It will only give an impression about the relation between the propeller curve, the lines of
constant fuel consumption, the design margin and the margin to the diesel engine MCR
limit curve. These relations will remain independent of the ship load as before.
With these conditions in mind design point 2 (Figure 6.5.2) can be chosen also. The
leftmost design shaft speed (n) should be 1.5% above the speed (n) of the lugging point.
The advantage is a less fuel consumption but the margin to the MCR curve (acceleration
reserve) decreases.
Because this behaviour is very fundamental a further example shall be given.
Figure 6.5.3: Platform with pump
Imagine a platform on wheels with a water tank and a pump on its loading area (Figure
6.5.3). The water will be ejected horizontally in the air opposite to the direction of motion.
The platform will start to move on the ground and no matter how fast the platform will
move, the pump will always eject the same amount of water using the same power. This is
true also if an obstacle stops the platform. The pump will not be affected by the behaviour
of the platform. In other words the generated thrust depends only on the amount of
ejected water. Although this is simplified, it shows the fundamental difference between a
propeller and a waterjet. Let us take a step ahead. Even if there are two separated pumps
on the loading area, they will not interfere which each other, independent whether they are
or not of equal size or running at different power pumping different amounts of water.

Rev. 2.01
Marine Application
For this reasons another diagram has to be used which shows more consideration to the
behaviour of a waterjet (Figure 6.5.4).
140
Waterjet fuel stop pow er
120
Thrust in ( % ) Rated Thrust
design point
100
80
60
cavitation inception limit constant brake pow er
40
20
propeller curve
0
0 20 40 60 80 100
Ship Speed in ( % ) Rated Speed
Figure 6.5.4: Waterjet performance diagram
The figure shows the design propeller curve together with the waterjet performance
diagram and instead of effective power the thrust is used. Because the ship speed (v) and
the engine speed (n) of the diesel are not related to each other the performance diagram
of the diesel engine cannot be represented in the figure.
A few words to the shown cavitation inception line: These lines are specific to the chosen
waterjet and should not be compared between different manufacturers. For instance,
KaMeWa divides its diagrams by two lines into three zones, showing different stages of
cavitation. Generally these lines shall not be taken as absolute limits but as design
guidelines.
If the propeller curve shifts to the left the ship speed (v) will decrease and the distance to
the cavitation inception limit will be reduced. The reason for this behaviour is that the
stagnation pressure in the inlet duct goes down and the waterjet starts to suck the water
through the duct.
The thrust of a waterjet is the product of water mass flow and the speed of the ejected
water. That means that a certain thrust can be generated by a smaller or a bigger waterjet.
In the smaller one the speed of water is higher i.e. the distance between the design point
and the cavitation inception line is smaller also.
If there is limited space for installation or the operation time of the waterjet is short the
designer will probably choose a small waterjet with a lesser distance to the cavitation
area.

Rev. 2.01
Marine Application
The risk of getting air into the inlet duct of the waterjet depends on the specific
arrangement in the ship and on the sea state. In this case the control system has to
protect the diesel engine from any overspeed and due to the low inertial mass of the shaft
line it is more demanding than for a propeller. The matching MTU control system has been
adapted for this task.

Rev. 2.01
Marine Application
6.5.2 Parallel Operation

Although most aspects are covered in chapter 6.5.1 some additional words about the
“parallel” operation in the field of waterjets shall be given.
It can be distinguished between two different types of arrangement.
1 The ship is equipped with two waterjets. Each waterjet is independently driven by
one diesel engine.
2 The ship is equipped with one waterjet. The waterjet is driven by two diesel
engines, which are connected by a gearbox.
The question is, what happens if one diesel engine will be shut down?
Case 1: As discussed in chapter 6.5.1 both waterjets work independently and do not
experience any change of effective power. The remaining waterjet will still run as before.
Only the speed of the ship will decrease. This case can be seen as an “external” problem
for the waterjet, which do not interfere with its operational behaviour.
Case 2: The propeller curve of the waterjet will not change, but the performance diagram
of the diesel engines will be split in half (Figure 6.5.5). With both diesel engines running in
parallel the waterjet experiences the combined performance diagram of both diesel
engines (MCR curve 1), with one diesel engine only the half (MCR curve 2). If the full brake
power of one diesel engine should be used a two stage gearbox will be necessary (not
MTU standard option).
120
Waterjet
Brake Power PB in (%) Total Rated Power
MCR curve 1 design point

(2 diesel engines) 1
100 100% = rated pow er
100% = rated speed
80
propeller curve
(design)
60
operating point
(one diesel engine shut dow n) 3
40
MCR curve 2
(1 diesel engine) 2
20
propeller curve
(tw o stage gearbox)
0
20 30 40 50 60 70 80 90 100 110
Diesel Engine Speed in ( % ) Rated Speed
Figure 6.5.5: Waterjet operation with two diesel engines

Rev. 2.01
Marine Application
6.5.3 Estimation of Size and Shaft Speed

The design shaft speed (n) of the waterjet depends on type, size and application and will
be provided by the manufacturer. If the installed brake power (PB) and the ship design
speed (n) are known Figure 6.5.6 and Figure 6.5.7 can be used for a quick look.
0.5 1.0 1.2 1.4 m (size inlet duct)

50
40
Ship Speed in (kn)
2.0
30
2.4
20
10
0 5000 10000 15000 20000
Brake Power in (kW)
Figure 6.5.6: Estimating the size of a waterjet (inlet duct diameter)
1000
Brake Pow er
500 kW
Water Jet Speed in (min-1)
800 1000 kW
2000 kW
5000 kW
600 10000 kW
20000 kW
400
20000 kW
200
500 kW
0
0.5 1.0 1.5 2.0 2.5
Inlet Duct in (m)
Figure 6.5.7: Estimating the design impeller speed of a waterjet

Rev. 2.01
Marine Application
6.6 Fuel Consumption

6.6.1 General Assumptions
The calculation of the fuel consumption for the diesel engines depends on a lot of
assumptions. Therefore it is only estimate for the diesel engine at specified environmental
conditions with a defined propeller load.
If different people do the fuel calculation for a designed ship, you will get different results,
if you do not have a good specification. The amount of required fuel i.e. the size of the fuel
storage tanks has an important impact on the ship design and the tanks filling tolerances
should not be forgotten.
The following values are required for calculation of the fuel consumption:
(ref to chapter 6.6.6 for more detailed information)
1 Status and displacement of the ship (e.g. new ship, clean hull, full load)
2 Weather condition and sea state (e.g. wind Beaufort 2, sea state 2-3).
3 Ambient condition
4 Speed-power (ship speed (v) - brake power (PB)) diagram for assumed
displacement, weather condition and sea state.
5 Propulsion plant and design condition (e.g. total installed brake power (PB) for
propulsion, ship speed (v), propeller shaft speed (n), number of diesel engines per
shaft).
6 Performance diagram of the diesel engine including the lines of specific fuel
consumption for the required lower heating value (Hu), otherwise the values have
to be corrected.
7 Lower heating value of fuel (e.g. Hu = 42800 kJ/kg for diesel oil).
8 Fuel density (e.g. ρfuel=830 kg/m3).
9 Gear ratio if a gearbox is used (for the relation between propeller shaft speed and
diesel engine speed).
10 Fuel consumption of the diesel generator set running
with a defined percentage of the installed mechanical power (e.g. all sets at 33%).
11 Usable volume of the fuel storage tank (e.g. 95%).
12 Operating profile (e.g. cruising speed (v) or speed profile).
It is obvious that an incomplete specification of these values can lead to calculation

differences.

Rev. 2.01
Marine Application
The standard questions that arise in connection with fuel consumption are:
1 Fuel consumption at design condition.

2 The ship should run XXX sm at YY kn e.g. 1000sm at 12kn. The required fuel
volume can be a design value for the necessary fuel storage volume.
3 How long can the ship stay at sea for a given operating profile or the ship shall
stay ZZ days at sea with a given mission profile. The required fuel volume can be a
design value for the necessary fuel storage volume.

Rev. 2.01
Marine Application
6.6.2 Operating Profile

The time between leaving and entering a port can be divided into several portions of time
at constant speed ranges. Such list of time periods and speed ranges is called operating
profile.
Each ship has a characteristic operating profile, which is determined by the owner to meet
the commercial needs of the particular service. The result is a wide difference between the
operating profiles of various ship types, e.g. a freighter, a fast ferry and a Offshore Patrol
Vessel (OPV), and one of the reasons why the design basis for a particular vessel must be
chosen with care. Nevertheless an operating profile can change throughout the life of a
ship, depending on a variety of circumstances.
The operating profiles shown in Figure 6.6.1 and Figure 6.6.2 are very raw examples and
shall only give an impression, how such profiles can look like.
Both operating profiles show the requirements from different points of view. Figure 6.6.1
shows what the diesel engine manufacturer wants to know for selecting a diesel engine
and calculating the load. Figure 6.6.2 shows what the owner should know, i.e. the
requirements how long (in time periods) and how fast (in speed ranges) he will operate the
ship.
What can be the course of events?
• The owner asks a shipyard for a new vessel with his operating profile as part of his
requirements.
• The shipyard prepares a design. The propeller curve and therefore the required
diesel engine power is part of the results. On this basis a load profile for the diesel
engine can be established.
• With support of a diesel engine manufacturer a diesel engine will be selected.
Therefore both operating profiles are nearly equal. They are shown for those who are not
familiar with either of the presentations.

Rev. 2.01
Marine Application
Example: Freighter: Leaving the port and then

running continuously at design speed.
100
Brake Power in (%)
80
60
40
20
Freighter
0
0 20 40 60 80 100
Example: Ferry: Nearly the same as a freighter but

when operating between islands there
are often speed restrictions.
100
Brake Power in (%)
80
60
40
20
Fast Ferry
0
0 20 40 60 80 100
Example: OPV: The shown tasks are at loitering

speed (maybe embargo control), cruising
speed (cruising in formation) and fast
100
manoeuvring.
Brake Power in (%)
80
60
40
20
Offshore Patrol Vessel
0
0 20 40 60 80 100
Figure 6.6.1: Examples of operating profiles (freighter, fast ferry, OPV)

Rev. 2.01
Marine Application
Example: Freighter: Leaving the port and then

running continuously at design speed.
80
Freighter
60
40
20
0
0 - 25 25 - 55 55 - 80 80 - 100
Speed Range in (%) Rated Speed
Example: Ferry: Nearly the same as a freighter but

when operating between islands there
are often speed restrictions.
60
Fast Ferry
40
20
0
0 - 25 25 - 50 50 - 70 70 - 85 85 - 100
Example: OPV: The shown tasks are at loitering

speed (maybe embargo control), cruising
speed (cruising in formation) and fast
60
Offshore Patrol Vessel manoeuvring.
40
20
0
0 - 25 25 - 40 40 - 70 70 - 85 85 - 95 >95
Figure 6.6.2: Examples of operating profiles (freighter, fast ferry, OPV)

Rev. 2.01
Marine Application
The owner should specify the operating profile (Figure 6.6.3), the operating hours per year
and the number of missions per year. A mission is the time period needed to run one
operating profile.
In the design phase, when the required brake power (PB) has been evaluated, this
specification can be used to calculate the fuel consumption for different propulsion
alternatives, the TBO and as a first guess for the life cycle cost.

Operating Profile (Ship) 60
Ship Speed Time Period

(kn) (%) 40
0–9 15
20
9 - 15 35
15 - 21 40 0
21 – max. 10 0-9 9 - 15 15 - 21 21 - max
Speed Range in (kn)
Figure 6.6.3: Example: Owner defined operating profile for a ship
Generally, speed ranges will be shown in a operating profile, but for the calculation of the
fuel consumption precise speed values have to be given, otherwise the results are not
comparable. With the chosen speed values, e.g. at the upper bound of the given speed
ranges, and the speed (v) – brake power (PB) data for the ship, a operating profile for a
diesel engine can be defined (Figure 6.6.4).
Operating Profile (Diesel Engine) 100

Brake Power in (%)

(%) (%)
60
3 15
40
18 35
20
74 40
0
100 10 0 20 40 60 80 100
Figure 6.6.4: Example: Owner defined operating profile for a diesel engine
On the basis of such a operating profile the available TBO for the chosen diesel engine
rating can be calculated.

Rev. 2.01
Marine Application
Alternatively, if the owner has not the experience to prepare a operating profile, the fuel
consumption can be calculated on the basis of the standard load profile of the chosen
diesel engine rating, e.g. 1A ,1B or 1DS (Figure 6.6.5).
Operating Profile (Diesel Engine) 100
Brake Power in (%)

Brake Power (%) Time Period 80
(%) 60
10 20
40
70 70
20
100 10
0
0 20 40 60 80 100
Figure 6.6.5: Example: 1DS diesel engine rating
More information about “load profile” and TBO see chapter 2 and 3.

Rev. 2.01
Marine Application
6.6.3 Fuel Consumption at Design Condition

With the provided information (see section 6.6.1) the fuel consumption at a given brake
power (PB) and diesel engine speed (n) can be calculated. If no tolerances are given in the
fuel consumption diagram, a margin of 5% has to be added to the calculated value.
PB ⋅ be
B= (m3/h) (E- 6.6.1)
ρfuel
be = specific fuel consumption in (kg/kWh)

B = fuel consumption in (m3/h)
PB = diesel engine brake power in (kW)
ρfuel = fuel density in (kg/m3)
Additional consumers, e.g. gensets have to be added to calculate the entire fuel
consumption. If only the electrical power in kW is known for the genset, use estimation for
the generator efficiency (e.g. 95%).
B = B propulsion + B gensets + B auxiliary (m3/h) (E- 6.6.2)
The equation can be used for any other brake power (PB) and speed (n) in the performance
diagram. If the consumption has to be calculated for the time periods of a operating profile
the following equation can be used.
B=
(P B1 ⋅ b e 1 ⋅ t 1 + ....... + PB n ⋅ b e n ⋅ t n ) (m3/h) (E- 6.6.3)
100 ⋅ ρ fuel

t1 = first period of time in a operating profile in (%)
tn = last period of time in a operating profile in (%)

Rev. 2.01
Marine Application
6.6.4 Cruising Range

To calculate the theoretical cruising range for a given fuel volume the following equation
can be used.
Vfuel ⋅ v cr
scr = (sm) (E- 6.6.4)
B
scr = theoretical cruising range in (sm)

vcr = constant cruising speed in (kn)
B = entire fuel consumption in (m3/h)
Vfuel= available fuel volume in (m3)
If the fuel consumption for a given theoretical cruising range shall be used as a design
value for the necessary fuel storage volume, use the following equations.
s cr
t cr = (h) (E- 6.6.5)
v cr
scr = theoretical cruising range in (sm)

tcr = theoretical cruising time in (h)
vcr = constant cruising speed in (kn)
B = B propulsion + B gensets + B auxiliary (m3/h) (E- 6.6.6)
B = entire fuel consumption at vcr in (m3/h)
Vfuel = B ⋅ t cr (m3) (E- 6.6.7)
tcr = theoretical cruising time in (h)

B = entire fuel consumption in (m3/h)
Vfuel= necessary fuel volume for cruising range in (m3)
The fuel tank capacity has to be assumed 5% larger, because the usable volume of a tank
will be only approx. 95%.

Rev. 2.01
Marine Application
6.6.5 Endurance at Sea

This question is the same as under section 6.6.4 extended by an operating profile. To
calculate the endurance time at sea for a given fuel volume and operating profile the
following equation can be used.
100 ⋅ Vfuel ⋅ ρ fuel

t end = (h) (E- 6.6.8)
PB 1 ⋅ b e 1 ⋅ t 1 + ....... + PB n ⋅ b e n ⋅ t n

tend = theoretical endurance for an operating profile in (h)
t1 = first period of time in an operating profile in (%)
tn = last period of time in an operating profile in (%)
Vfuel= available fuel volume in (m3)
The background is to calculate how long the ship can stay in duty without replenishing or
going back to the harbour and with enough fuel left in the storage tanks for reserve.

Rev. 2.01
Marine Application
6.6.6 Calculating Examples
6.6.6.1 Example Data (Series 2000)

Basing on some exemplary data the fuel consumption shall be calculated. The available
data are:
S
t Call for Exemplary Data
e
p
1 Status of the ship new ship, clean hull, full load
2 Weather condition and sea state wind Beaufort 2-3, sea state 0-1, no current
(trial condition)
3 Ambient condition Intake air = 45°C, Raw water = 32°C
4 Speed (v) – brake power (PB) data of the

ship for the chosen displacement, weather
1400 750
Design Point:
PB...: 990 (kW) ⇒
condition and sea state as diagram or in 1200
v.....: 27.5 (kn)
650
tabulated form
Brake Power PB per Ship in (kW)
1000 550
Propeller Shaft Speed in (rpm)

⇐
800 450
Annotation:
The ship speed (v) – brake power (PB) data
Shaft Speed
600 350
can be represented in a lot of different

diagrams. The one shown is only one 400 250
representation of that bunch. 200

⇑
150
Brake Pow er
0 50
6 10 14 18 22 26 30
Ship Speed in (kn)
In tabulated form:
Ship Speed (v) Propeller Ship Brake
(kn) Speed (nprop) Power (PB)
(rpm) (kW)
10 270 85
24 590 690
>27.5 670 990
5 Propulsion plant and design condition Ship design condition:

PB = 990 kW per ship, v = 27.5 kn,
propeller shaft speed n = 670 rpm
The ship is powered by a single diesel engine
(design point: PB=1007 kW, n=2300 rpm,
1.5% power reduction due to ambient condition).

Rev. 2.01
Marine Application
S
t Call for Exemplary Data
e
p
6 Performance diagram of the diesel engine kW
1100
including the lines of specific fuel 1000

218
consumption 900
800
206
Annotation: 700
202
The diagram must be referenced to the

210
600
chosen design conditions. 500

206
Application group: e.g. 1DS 400

210
Reference condition: ambient condition 300

198 220
and typical intake/exhaust losses. 240
Specific fuel consumption: Lower heating

200 202
206 280
210
240
value Hu = 42800 kJ/kg 100

220 280
II
I
0
500 800 1000 1200 1400 1600 1800 2000 2200 2400
Power reduction:
subtract 1.5% for ambient condition
Specific fuel consumption:
add 1.5% for ambient condition and 5% for tolerance
7 Lower heating value of fuel Hu = 42800 kJ/kg
8 Fuel density ρfuel= 830 kg/m3
9 Gearbox ratio i = 3.473 = ndiesel / npropeller
10 Fuel consumption of the diesel generator 2 gensets,

sets (one genset running at 50% power) generated electric power Pp = 245kW, n = 1800rpm,
be = 0.225 kg/kWh at 50% power, ηGen= 0.942
(includes 2% increased fuel consumption due to
ambient condition and 5% tolerance)
11 Usable volume of the fuel storage tank 95%
(tolerance)
12 Operating profile Fuel Tank capacity: 5 m3
No user defined service time.
=>Estimated annual usage: 500h
=>MTU load profile (1DS) will be used.
Ship Speed (v) Time Period (t)
(kn) (%)
10 20
24 70
27.5 10

Rev. 2.01
Marine Application
The following examples show some applications on fuel consumption calculation:

6.6.6.2 Fuel consumption at design condition
6.6.6.3 Fuel tank volume for a range of 500sm at 18kn
6.6.6.4 Theoretical cruising range at 12kn and a fuel tank volume of 5m3
6.6.6.5 Annual fuel consumption for an operating profile
6.6.6.6 Correcting the lower heating value
6.6.6.2 Fuel consumption at design condition

Main diesel engine: Use equation (E- 6.6.1)
PB = 990 kW (table step 5)
be = 0.218 kg/kWh (table step 6)
add 1.5% for ambient condition and 5% for tolerance
be = 0.218 kg/kWh + 1.5% + 5% = 0.232 kg/kWh
ρfuel = 830 kg/m3 (table step 8)
990 ⋅ 0.224 (m3/h) per main diesel engine

Bpropulsion = = 0.277
830
Genset diesel engine: Use equation (E- 6.6.1)

Pmechnical = Pelectrical /ηGen = 125 kW/0.942
Pmechnical = 133kW (table step 10)
be = 0.225 kg/kWh (table step 10)
(value includes tolerance and ambient condition)
ρfuel = 830 kg/m3 (table step 8)
133 ⋅ 0.225 (m3/h) per genset diesel engine

B genset = = 0.0361
830
The overall fuel consumption (main diesel engine and 1 genset):

Use equation (E- 6.6.2)
B = 1 ⋅ 0.277 + 1 ⋅ 0.0361 = 0.313 (m3/h)

Rev. 2.01
Marine Application
6.6.6.3 Fuel tank volume for a given range

What is the fuel tank volume for a range of 500sm at 18kn?
scr = 500 sm
vcr = 18 kn
PB = 390 kW per ship and diesel engine (table step 4)
npropeller = 470 rpm (propeller shaft speed) (table step 4)
ndiesel = 1632 rpm (main diesel engine speed) (table step 9)
be = 0.202 kg/kWh + 1.5% + 5% = 0.215 kg/kWh (table step 6)
The fuel consumption can be calculated as in example (1).

830
B genset = 0.0361 (m3/h) per genset diesel engine

B = 1 ⋅ 0.101 + 1 ⋅ 0.0361 = 0.137 (m3/h)
Theoretical cruising time: Use equation (E- 6.6.5)
500 (h)
t cr = = 27 .8
18
Fuel volume for the cruising range: Use equation (E- 6.6.7)
Vfuel = 0.137 ⋅ 27.8 = 3.8 (m3)
Required fuel tank volume:
Vtan k =
3 .8
= 4 .0 (m3) (table step 11)
0.95

Rev. 2.01
Marine Application
6.6.6.4 Theoretical cruising range

How large is the theoretical cruising range at 12kn and fuel tank volume of 5m3?
Vtank = 5 m3
Vfuel = Vtank ⋅ 0.95 = 4.75 m3 (table step11)

vcr = 12 kn
PB = 145 kW per ship and diesel engine (table step 4)
npropeller = 330 rpm (propeller shaft speed) (table step 4)
ndiesel = 1146 rpm (main diesel engine speed) (table step 9)
be = 0.208 kg/kWh + 1.5% + 5% = 0.222 kg/kWh (table step 6)
The fuel consumption can be calculated as in example (1).

830
B genset = 0.0361 (m3/h) per genset diesel engine

B = 1 ⋅ 0.039 + 1 ⋅ 0.0361 = 0.075 (m3/h)
Theoretical cruising range: Use equation (E- 6.6.4)
4.75 ⋅ 12 (sm)
scr = = 760
0.075

Rev. 2.01
Marine Application
6.6.6.5 Annual fuel consumption for an operating profile

Operating profile: (as defined in table step 12)
Ship Speed (v) Time Period (t)

(kn) (%)
10 20
24 70
27.5 10
Data per ship: (table step 4 and 9)

With the gearbox ratio (table step 9) and the propeller speed the diesel engine speed (n)
has been calculated.
Ship Speed (v) Propeller Speed Ship Brake Diesel Speed

(kn) (rpm) Power (kW) (rpm)
10 270 85 938
24 590 690 2049
27.5 670 990 2300
Data per diesel engine: (table step 6)

With diesel engine brake power (PB) and speed (n) the specific fuel consumption can be
taken from the performance diagram (table step 6) and corrected accordingly to the
specification.
Ship Speed (v) Diesel Speed Diesel be (raw) be (corrected)

(kn) (n) Power (PB) (kg/kWh) (kg/kWh)
(rpm) (kW)
10 938 85 220 0.234
24 2049 690 203 0.216
27.5 2300 990 218 0.232

Rev. 2.01
Marine Application
Fuel consumption: Use equation (E- 6.6.3)
B=
(P B1 ⋅ b e 1 ⋅ t 1 + ....... + PB n ⋅ b e n ⋅ t n ) (m3/h)
100 ⋅ ρ fuel
Ship Speed (v) Ship Brake be Time Period (t) B

(kn) Power PB (kW) (kg/kWh) (%) (m3/h)
10 85 0.234 20 0.0048
24 690 0.216 70 0.1257
27.5 990 0.232 10 0.0277
Sum 0.1582

B = 1 ⋅ 0.1582 + 1 ⋅ 0.0361 = 0.1943 (m3/h)
The annual fuel consumption based on an estimated usage of 500 h:

Vfuel = 0.1943 ⋅ 500 = 97.2 (m3) (table step 12)
6.6.6.6 Correcting the lower heating value

If the lower heating value of the given specific fuel does not match the required value the
data have to be corrected. Use the following procedure:
Hu, required (kg/kWh)

be, required = be, given
Hu, given

Rev. 2.01
Marine Application
6.7 Generator Drive

Electrical power supply on ships is a question of three-phase mains. Following rules are to
be considered at the design/dimensioning of the diesel engines for the generator drive:
Diesel Engine Speed (n):
f ⋅ 60
n= (rpm) (E- 6.7.1)
p
f = shipboard power supply frequency in Hz

n = diesel engine speed in rpm
p = number of pole pair
Example:
Shipboard power supply frequency f= 60 Hz
Generator p= 4 pole = 2 pole pair
60 ⋅ 60 (rpm)
n= = 1800
2
Diesel Engine Brake Power (PB):
Pp ⋅ cos ϕ
P = (kW) (E- 6.7.2)
B η
Gen
PB = engine brake power in kW

PS = generator apparent power in kVA
cos ϕ = generator power factor (e.g. 0.8)
ηGen = generator efficiency (0.94; above 1800 kW 0.95)
Pp = Ps ⋅ cos ϕ (kW) (E- 6.7.3)
Pp = generator active power in kW

PS = generator apparent power in kVA
cos ϕ = generator power factor (e.g. 0.8)
Pp
P =
B η
(kW) (E- 6.7.4)
Gen
Pp = generator active power in kW

PB = engine brake power in kW
ηGen = generator efficiency (0.94; above 1800 kW 0.95)

Rev. 2.01
Marine Application
PB
Pp
Figure 6.7.1: Definition: Electrical power generation
Example:
Necessary electrical shipboard power is PSBP = 1600 kW
For instance:
Power partition onto two genset : z=2
Load of the genset each 85% : x = 0.85
Maximum electrical power per genset:

PSBP 1600 (kW)
Pp = = = 941
z ⋅ x 2 ⋅ 0.85
Necessary diesel engine power per genset: Use Equation (E- 6.7.4)
η= 0.94
Pp 941 (kW)
PB = = = 1001
η 0.94
Generator apparent power: Use Equation (E- 6.7.2)

PB ⋅ η 1001 ⋅ 0.94 (kVA)
PS = = = 1176
cos ϕ 0 .8

Rev. 2.01
Marine Application

Rev. 2.01
Marine Application
Application and Installation Guidelines Page 7-1
7 APPLICATION AND INSTALLATION GUIDELINES

7.1 Diesel Engine/Gearbox Arrangements
7.1.1 General notes
A general distinction is made between certain basic drive arrangements, i.e. the way in
which diesel engine and shaft line are arranged in the vessel.

A) Gearbox with vertically shaft offset
B) Gearbox with coaxial shaft line
The respective gear selection and arrangement

is presented according to the position of the
engine room and the local factors in the engine
room as well as the type and position of the
ship propulsion system.
C) Gearbox with horizontal shaft offset The diagrams show the essential gear types.
The first three drive arrangements are also
possible with flange-mounted gearbox, but only
with some specific diesel engines.
For standard gears the distance between input
and output shafts at vertical offset, diagonal
offset and horizontal offset according to the
D) V-drive Gearbox gear size is up to 1000 mm.
The angle between input and output shafts at
the V-drive and gearbox with down angle output
is approx. 7 to 15 degrees.
E) Down angle Gearbox
Figure 7.1.1: Gearbox arrangements

Rev. 2.01
Marine Application
Page 7-2 Application and Installation Guidelines
Standard gearbox assignments are done to best match requirements derived from each
application group
Some typical characteristics are:
• Light metal housing for pleasure / high speed craft
• Reduction ratio for flange mounted gearbox up to approx. i=3
• Reduction ratio for free-standing workboat gearbox up to approx. i=6
(available ratio up to i=9 depending on gearbox model)
Note:
For non-assigned gearbox models and/or reduction ratios please contact the Regional
Sales Manager or MTU Sales Application Engineering.
Specific requirements exist for classified plants and differ from one society to the other.
Typical requirements are:
• Extended gearbox monitoring
• Standby oil pump (single shaft plants)
• On board spare parts
Note:
Diesel engine/gearbox matching charts do not apply for classified propulsion plants.
Confirmation of gearbox manufacturer is required based on information such as vessel
application, load profile, diesel engine rating.
Accessories depend on the gearbox manufacturer & type, typical examples are:
• Resilient mounts for applications with high acoustic demands, e.g. yachts
• Trolling valve for slow-speed drive
• Trailing pump mounted on output shaft, recommended for reduced operation
(propeller shaft sailing)
• Shaft speed sensor only in conjunction with extended diesel engine monitoring
system (EMU)
• Shaft brake for improved crash stop behaviour
• Auxiliary power take off (PTO), power take in (PTI), see chapter 7.8

Rev. 2.01
Marine Application
During the arrangement of the diesel engines in the engine room specific distances
between the diesel engines or to the bulkhead/shell must be kept for the service of the
diesel engines and for maintenance operations.
Figure 7.1.2: Engine room arrangement, minimum distances
Smaller distances as the required minimum distances must be discussed with the
responsible application engineering group
In order to get information about the removable spaces contact the Regional Sales
Manager or MTU Sales Application Engineering.

Rev. 2.01
Marine Application
7.1.2 Diesel Engine with Flange-Mounted Gearbox (F-Drive)
7.1.2.1 General notes

This arrangement is shown in Figure 7.1.3. Diesel engine with torsionally resilient coupling
and gearbox form a single unit. The gearbox is connected to the diesel engine by means of
a bell housing, which also accommodates the coupling.
Figure 7.1.3: Flange-mounted gearbox

1 Diesel engine
2 Torsionally resilient coupling
3 Gearbox
This drive arrangement with flange-mounted gearbox is possible only with some specific
diesel engines. The advantages inherent to this arrangement are as follows:
• The flange-mounted configuration is the most compact of all drive arrangements.
Another advantage in addition to compactness is the comparatively low overall
weight of the propulsion plant.
• The alignment of the propulsion unit in the vessel is time saving, because only one
operation is necessary, namely aligning the propulsion plant with the propeller shaft.
The diesel engine and the gearbox are already aligned and do not have to be
realigned unless they have been separated for repair or servicing and the gearbox
has to be re-mated to the diesel engine.
As a rule, a foundation with a total of only four supports suffices for this plant. Of these
supports two are required for the diesel engine mounts and two for the gearbox mounts.
If a controllable pitch propeller (CPP) is provided, the oil distribution box (O. D. box) for the
CPP must be arranged in the shaft line.

Rev. 2.01
Marine Application
7.1.3 Diesel Engine with Free-Standing Gearbox, V-Drive Inclusive

Diesel Engine with free-standing gearbox (D-Drive):
For this arrangement, shown in Figure 7.1.4, with free-standing gearbox, the diesel engine
combined with torsionally resilient coupling forms one unit, the free-standing gearbox
being another.
Figure 7.1.4: Free-standing gearbox

1 Diesel engine
2 Torsionally resilient coupling
3 Coupling to compensate relative displacement (offset compensating coupling)
4 Gearbox
The points of relevance as regards this arrangement are as follows:
• An arrangement with diesel engine and free-standing gearbox is preferable when a

flange-mounted gearbox is either not desirable or, due to the diesel engine size, is
not possible for technical reasons.
• One advantage of the arrangement with separate diesel engine and gearbox is the
leeway it affords for enhanced requirements regarding structure-borne noise and/or
resistance to shock loading.
• Given the dimensions and weights of the subassemblies – diesel engine and gearbox
being subassemblies in this case - installation and removal can be less complex than
in the case of the diesel engine with flange-mounted gearbox, because the
subassemblies are handled separately.

Rev. 2.01
Marine Application
• If the specification calls for a controllable-pitch propeller (CPP), the O. D. box for
pitch control can be mounted on the gearbox output shaft in immediate proximity to
the gearbox.
• A diesel engine package with free-standing gearbox is heavier and requires slightly
more space than the configuration with flange-mounted gearbox.

Rev. 2.01
Marine Application
7.1.4 Diesel Engine with Free-Standing Gearbox, Universal Shaft and V-drive

This arrangement is shown in Figure 7.1.5. The ”V-drive“, as it is sometimes named,
consists of the diesel engine and engine-mounted bearing housing and a separate gearbox.
The bearing housing accommodates the torsionally resilient coupling. Diesel engine power
is transmitted from the coupling to the gearbox by a universal shaft.
Figure 7.1.5: Free-standing gearbox and universal shaft, V drive arrangement

1 Diesel engine
2 Torsionally resilient coupling with engine-mounted bearing housing
3 Universal shaft
4 Gearbox
This diesel engine and gearbox configuration permits the propulsion plant to be installed
either at the stern or near the stern of the vessel, if this arrangement is preferable with
respect to hull design.

Rev. 2.01
Marine Application
7.2 Foundation
Forces and moments to be considered when designing a vessel-specific diesel engine
foundation.
• The engine has a theoretically complete mass equilibration, however, residual
imbalances remain as a result of tolerances in manufacturing; these generate
dynamic mass forces and moments of the 1st and 2nd diesel engine-speed orders in
the engine transverse and vertical directions and about the diesel engine transverse
and vertical axis.
• Additionally, dynamic reactive forces generated by a non-uniform distribution of gas
forces in the firing cylinders in conjunction with the torsionally resilient crankshaft
act on the diesel engine mounting; the following orders dominate:
- 0,5th, 1st, 2.5th (to a greater degree) and the 2.5th , 3rd or 4th (10V, 12V or 16V)
as well as additional –less dominant– orders.
- During single-cylinder misfiring operation 12 to 15% of the loading from dead
weight; they act primarily in the diesel engine vertical and transverse
directions.
• In the sum of all orders, the dynamic forces acting on the diesel engine mounting are
usually 5 to 7% during normal operation, or during misfiring operation 12 to 15% of
the loading from dead weight; they act primarily in the diesel engine vertical and
transverse directions.
For the diesel engine foundation, however, dynamic forces of 25% of the loading by
dead weight should be assumed to provide a safety factor in case of any greater
imbalance forces, which might occur.
• To summarize, the following forces are to be considered in executing the diesel
engine foundation:
Vertical direction (v):
Fv = FDW ± FT ± FM, dyn (kN) (E- 7.2.1)
Transverse and longitudinal directions (t, l):
Ft, l = FM, dyn = ±0.25 ⋅ FDW (kN) (E- 7.2.2)
FDW = dead weight loading.

FT = reactive force resulting from the stationary portion of the diesel engine
torque.
FM, dyn = dynamic forces resulting from free mass forces and moments and as a result
of the dynamic portion of the diesel engine moment.
It should also be noted that reactive force of 1.8 times the diesel engine rated torque
might occur briefly as a result of rotary mass acceleration during diesel engine start-up
and subsequent to propulsor power loss.
• The forces that result from operation of the vessel (inclinations, seaway, shock) must
be added.

Rev. 2.01
Marine Application
7.3 Generator Set Arrangement

7.3.1 General Notes:
Electric power system 3AC 60Hz 440V
Rated Voltage 3AC 60Hz 440V
Rated speed 1800 rpm
Rated frequency 60Hz
Minimum degree of protection IP 22
Rated output to be defined
Power factor 0.8
Electric power system 3AC 50Hz 400V
Rated Voltage 3AC 50Hz 400V
Rated speed 1500 rpm
Rated frequency 50Hz
Minimum degree of protection IP 22
Rated output to be defined
Power factor 0.8
Voltage and frequency deviations:
permanent short-term
Frequency ± 5% ± 10%, 5s
+6%
Voltage ± 20%, .5 s
-10%
There are two standard models available depending on rated diesel engine power:
• Diesel engine with free-standing generator

• Diesel engine with flange-mounted generator

Rev. 2.01
Marine Application
7.3.2 Diesel Engine with Free-Standing Generator
Figure 7.3.1: Free-standing generator
1 Diesel engine
2 Generator
3 Base frame
4 Resilient elements
5 offset compensating, torsionally resilient coupling

Rev. 2.01
Marine Application
7.3.3 Diesel Engine with Flange-Mounted Generator
2 3 4 5 4 1
Figure 7.3.2: Flange-mounted generator
1 Diesel engine
2 Generator
3 Base frame
4 Resilient elements
5 Bell housing (including torsionally resilient coupling)

Rev. 2.01
Marine Application
7.4 System Interfaces and System Integration

7.4.1 Flexible Connections
All pipes from and to the propulsion unit must be fitted with flexible connecting elements.
These flexible connecting elements are available in the MTU scope of supply and their
purpose is to compensate for relative motions between the propulsion plant and the on-
board piping systems. If the hoses, bellows or rubber sleeves are not supplied by MTU,
they must satisfy the minimum requirements for plant operation. If doubt arises,
customers should consult MTU to ascertain the displacements occurring at the interfaces
due to movements of the resilient mounts and thermally induced expansion. The invariable
rule is that all flexible connecting elements must be connected directly with the on-engine
or on-gearbox interfaces.
Notes on installation:
The installation characteristics such as
• dimensions,
• permissible operating-pressure range,
• minimum bending radius and
• resistance to medium
for the hoses, bellows and rubber sleeves are stated in the corresponding installation
drawing. The part numbers are stated in the system schematics, for example for the fuel
and coolant systems.
If welding is performed on the on-board piping system, it is important to ensure that no
hoses, rubber bellows or rubber sleeves are installed in the line, as they could be damaged
by the welding operations (see MTU Operating Instructions, e. g. MW15412/”Revision
No.”, for series 4000 M70). If already installed, these elements must be removed for the
duration of the welding operations and stored where they are safe from damage such as
could be caused by weld spatter, e.g.
General notes on system routing:
• Hoses must be installed such that they are not subjected to tensile or compressive
loads in operation.
• Hoses should follow the contour of the foundation as closely as allowed by the
specified minimum bending radii.
• Multiple hoses should always be routed together and kept parallel.
• Suitable fittings (e.g. pipe elbows) can be used to avoid additional stresses and
strain on the hoses.

Rev. 2.01
Marine Application
• When installing hoses, care must be taken to ensure that the hoses are not twisted.
• For a curved run, the length of the hose must be such that the curve does not
commence less than approx. 1.5·d from the fitting.
• Flexible connecting elements should be arranged and/or secured in such a way as to
prevent exposure to external mechanical influences, for example rubbing.
• The attachments used to secure hoses must be of correct size for the hose
diameters.
• Hose attachments should not be used at points where they would impede the natural
freedom of motion of the hose.
• High ambient temperatures significantly reduce the durability of flexible connecting
elements and may even lead to failure of the component. Always ensure adequate
clearance from components that radiate heat or provide suitable heat shielding.
These notes on routing hoses, of course, apply by analogy to all other flexible connecting
elements. MTU propulsion plants are designed normally such that all small-diameter
interfaces (nominal diameter < 50 mm) connect by means of hoses, while rubber bellows
are used for all large-diameter interfaces (nominal diameter = 50 mm or larger). This of
course does not apply to the exhaust system, for which steel bellows are required, and for
the air intake system, which employs hose connectors (sleeve-type connection).
Rubber sleeves or hose lines are used for connections with nominal diameter < 50 mm
only in exceptional circumstances and at locations where displacement is slight, e.g. at the
gearbox with rigid mount.
Hose connections:
The hoses are fitted with sealing cones (60°) and union nuts and can therefore be secured
directly to the corresponding interfaces on the diesel engine, gearbox or accessory. The
required dimensions, maximum operating overpressure and bending radius are stated in
the installation drawing to be applied.
Figure 7.4.1: Hose connection
A: Connector (furnished separately), according to MTU Standard MMN 18363.2

Rev. 2.01
Marine Application
Bellows connections:
Both rubber (e.g. raw water) and steel bellows (e.g. exhaust) are used for the plant
interfaces, but only the rubber bellows are discussed here.
The use of rubber bellows on diesel engines is usually restricted to the lines of nominal
diameter in excess of 40 mm of the raw water system, so only this application is discussed
here. The interface on the diesel engine, gearbox or accessory is of a design such that the
rubber bellows can be secured directly by means of bolts & nuts. Connection to the on-
board piping system is performed by means of a welding neck to DIN 86037 and the
corresponding securing flange to DIN EN 1092, both of which are included in the standard
scope of supply. To avoid excessive strain on the rubber bellows, care must be taken to
ensure that the installation length is as specified in the installation drawing. The rubber
bellows are usually installed without axial preload. Note, however, that preload may be
specified for a rubber bellow for special application with non-standard displacements to be
anticipated.
The binding connection and installation dimensions for the rubber bellows are stated in the
project- or contract-specific installation drawings. Figure 7.4.2 shows the connection in
diagram form.
Note that the pipe material used as standard is copper-nickel alloy.
Figure 7.4.2: Connection of rubber bellows

1 Rubber bellows
2 Welding neck
3 Pipe (not MTU scope of supply)
D Pipe outside diameter
L Installation dimension

Rev. 2.01
Marine Application
7.4.2 Combustion Air and Cooling/Ventilation Air Supply

The term “Combustion Air and Cooling” as it refers to the installation and operation of
diesel engines covers the systems for both combustion air and cooling air. To save space
and expense, the two systems are often combined.
With regards to the design of the air system, it must be kept in mind that the propulsion
plant (diesel engine, gearbox, genset, etc.) inevitably radiates heat to the ambient air. The
resultant rise in the temperature of the air inside the engine room necessitates a
corresponding power limitation and a forced ventilation system. In exceptional cases, it
may be necessary to induct combustion air directly from outside the engine room.
Chapter 3 – (Specification of Power and Reference Condition) contains a detailed
description of how power is limited, in other words how diesel engine performance is
adjusted to suit conditions other than the standard reference conditions. Typical air
systems (combustion and cooling air) are shown in Figure 7.4.2 and Figure 7.4.3.
The diesel engines receive combustion air via engine-mounted air filters. Air filters are
necessary for all applications and usually form part of the MTU scope of supply.
Design data:
Data such as
• required volume of combustion air for the diesel engine,
• maximum permissible intake air temperature, and
• maximum permissible intake air depression before diesel engine
required for design of the air system is stated in the data sheet of the project or contract.
A sound spectrum for the undamped air intake noise must be requested on a project- or
contract specific basis. These spectra are required only in isolated cases and are therefore
not available for all diesel engines in the Sales Program.
To avoid excessive noise in the vessel‘s air system, the air ducts and shafts must be
dimensioned such that the air flow rate does not exceed approx. 15 m/s.
As to the supply of combustion air to the diesel engine, a distinction is made between
“intake from the engine room” and “intake directly from outside”. It is also possible to
combine the two systems, in which case the intake air temperature may be expected to be
between 5 and 10°C higher than the outside temperature (empirical value).
In order to protect the vessels on-board air supply system against external influences such
as moisture and dust during prolonged out-of-service periods or lay-ups, it is advisable to
incorporate a shut-off flap in the supply system.
It is also important to ensure that the position of the air intake on the vessel is such that
there is little chance of exhaust gases and water/spray being drawn into the system.

Rev. 2.01
Marine Application
7.4.2.2 Combustion air intake from engine room

This arrangement is shown in Figure 7.4.2. The diesel engine draws in combustion air via
air filter from the immediate environment of the filter. The air filter is installed at the diesel
engine. The diesel engine acts as a large induction fan and thus effects the degree of air
replacement in the engine room. The intake air temperature settles to a level that depends
largely on the location of the air filter and the efficiency of the cooling air system. This
temperature is one of the factors to be taken into account in calculating power limitation.
If the intake temperature during operation is higher than the maximum permissible
temperature for the diesel engine‘s power limitation setting, suitable remedial measures
must be adopted. The situation can be improved by increasing the throughput of cooling
air in the engine room, for example by installing a fan.
Figure 7.4.2: Combustion air intake from engine room

1 Diesel engine mounted air filter
2 Combustion and cooling air inlet housing fitted with filter, suitable baffle plates
and dram valves (shipyard supply)
3 Cooling air outlet housing (shipyard supply)
4 Engine room fan (shipyard supply)
5 Working floor
To prevent sea water, spray or condensate being drawn in via the air filter, the vessels air
intake system must be fitted with suitable baffle plates and dram valves. The air intakes in
the vessels superstructure must be situated at a point where they are protected from
water. This, of course, is possible only to a certain extent; therefore it is always advisable
to install water separators.

Rev. 2.01
Marine Application
7.4.2.3 Combustion air intake directly from outside (special application)

Figure 7.4.3 shows a configuration in which combustion air is drawn in directly from
atmosphere. The diesel engine draws in combustion air through an intake in the
superstructure. This air passes along a duct to the air filter. The air filters must be
integrated in the duct systems in such a way that they remain easily and fully accessible
for inspection and maintenance. Unlike the configuration in which the diesel engine draws
in combustion air from the engine room, this arrangement requires completely separate
systems for combustion air and cooling air.
Figure 7.4.3: Combustion air intake directly from outside

1 Combustion air inlet housing fitted with filter, suitable baffle plates and dram
valves (shipyard supply)
2 Cooling air inlet housing fitted with filter, suitable baffle plates and dram valves
(shipyard supply)
3 Cooling air outlet housing (shipyard supply)
4 Engine room fan (shipyard supply)
5 Flexible connection (shipyard supply)
6 Working floor
When the diesel engine draws in combustion air directly from the atmosphere, the
increase in air temperature is negligible. Consequently, the outside-air temperature is the
variable used to calculate the power limitation setting.
To ensure the preconditions for satisfactory operation, the air-duct system must meet the
requirements for leak tightness, filtration and corrosion resistance. The danger of water or
other foreign matter entering the air filter is inherently greater with a system of this type
than in the case of air intake from the engine room.

Rev. 2.01
Marine Application
It is important to place the air filters in the air-duct system in such a way that the risk of
water or other foreign objects entering is minimized. Insulating and absorbent materials,
particularly such as are used in the vessels on-board air ducting, must be of a nature and
secured in such a way that it is impossible for foreign substances to penetrate the air
filter/combustion air system.
Not complying with this specification means that the air filter can be clogged within a very
short time, or substances such as glass-fiber dust or mineral-wool fiber, entrained in the
combustion air, can damage the diesel engine.
To prevent sea water, spray or condensate being drawn in via the air filter, the vessels air
intake system must be fitted with suitable baffle plates and dram valves. The air intakes in
the vessel‘s superstructure must be situated at a point where they are protected from
water. Nevertheless, it is essential to install a water separator system, as this is the only
way to ensure that water is effectively prevented from entering the air filter.
7.4.2.4 Cooling/ventilation air system

The air in the engine room must be replaced at an adequate rate to ensure removal of the
heat radiated by the propulsion plant and auxiliary systems (diesel engine, gearbox,
genset, hydraulic, etc.). The cooling air system must be designed to suit the requirements
of the air system as shown in Figure 7.4.2 and Figure 7.4.3.
Design data:
Data such as
• maximum permissible temperature in engine room,
• heat output from diesel engines,
• outside air temperature (max. for geographical region) and
• required cooling air volume
required for design of the cooling air system is stated in the data sheet for the project or
contract. As in the case of the intake system for combustion air, the ducts and shafts must
be dimensioned such as to prevent the occurrence of excessive pressure losses. The
maximum air flow rate should therefore not be in excess of approx. 15 m/s.
If the diesel engine draws in the combustion air from the engine room, the maximum
permissible air temperature in the engine room is equal to the maximum permissible
intake air temperature and is therefore the upper temperature limit. If the engine draws in
the combustion air directly from outside, the maximum temperature in the engine room
should be regulated to a level not in excess of 45 °C, so as not to cause undue discomfort
to operating personnel (engine room for operator access). Appropriate steps must be
taken to ensure adequate cooling/ventilation of the diesel engine accessories, such as
generator, electric motors (pumps), monitoring devices, resilient couplings, etc.

Rev. 2.01
Marine Application
To achieve optimum cooling, the cooling air should be inducted into the engine room as
close to floor level as possible. The current of cooling air should never be directed straight
toward the propulsion plant. The air rises as it absorbs heat, so the outlet should be near
ceiling level and on the side of the engine room opposite the inlet. The circulation of air
can be assisted by forced ventilation achieved by a fan in the air outlet. Two-stage fans
offer the advantage of variable speed to suit the cooling requirement, with a reduction in
electric drive power consequently.
The following equation (E- 7.4.1) can be used to calculate the requisite flow rate of the
cooling air (air supply).
Q& ⋅ (T + t )
V& = 0 1
(m3/s) (E- 7.4.1)
c p ⋅ T0 ⋅ (t 2 − t 1 )
V = Cooling air volume flow in m3/s

Q = Total radiated heat into the engine room in kW
cp = Specific thermal capacity of the air ≈ 1.3 kJ/(m3 K)
t1 = Temperature of the outside air in °C
t2 = Temperature of the air in the engine room in °C
T0 = Triple point (freezing point) of pure water (= 273.15 K)

Rev. 2.01
Marine Application
7.4.3 Exhaust System

The diesel engines have two exhaust outlets. The outlets are connected with the vessels
on-board exhaust discharge pipework. The diesel engines can be ordered with a Y-pipe
connecting the exhaust outlets of the two turbochargers. The outlet of the Y-pipe is
connected with a single-pipe discharge system. Typical exhaust gas outlets are shown in
Figure 7.4.4.
Type
A) Exhaust gas via funnel
B) Exhaust gas via stern
Exhaust gas changeable above/ under water
Exhaust gas between the ship hulls (e. g. twin-hull boat)
Figure 7.4.4: Typical exhaust gas outlets

Rev. 2.01
Marine Application
7.4.3.1 Arrangements, support and connection for pipe and silencer

The MTU scope of supply provides optional flexible connecting elements (steel bellows)
between the vessels exhaust discharge pipework and the on-engine interface. The only
purpose of these bellows is to compensate slight installation tolerances and diesel engine
movements during operation. It is not designed to compensate thermally induced
longitudinal expansion and contraction of the discharge pipework. The exhaust pipework
therefore requires a rigid point of attachment immediately behind the diesel engine‘s
flexible joint, in order to ensure that reactive forces do not reach the diesel engine
(turbochargers). The shipyard must adopt adequate measures (i.e. by installing additional
flexible adapters) to compensate longitudinal expansions and contractions of the vessels
exhaust discharge system connected to the diesel engine.
Design data:
Data such as
• exhaust gas volume flow,
• exhaust gas temperature and
• permissible exhaust backpressure
required for the design of the exhaust system is stated in the data sheet for the project or
contract. The design/dimensions of the exhaust gas system must be such as to ensure
that the datum exhaust backpressure as stated in the data sheet is not exceeded when the
diesel engine is in operation. If the engine operates at an exhaust backpressure higher
than this datum, efficiency is impaired. Fuel consumption, for example, is higher, as well as
the exhaust gas temperature. Operation at exhaust backpressures, higher than this upper
limit, results in a loss of engine power.
The mechanical design of the exhaust discharge system (i.e. silencers, exhaust outlet
above or below the water level, etc.) depends primarily on customer requirements. Figure
7.4.5 shows a standard exhaust gas system via funnel and Figure 7.4.6 shows a standard
exhaust gas system with two discharges, one above and one below the water level.
Exhausts and mufflers are to be insulated because of their very hot surface (Heat radiation,
shock hazard protection).
Insulation of piping and equipment with high surface temperatures:
All parts with surface temperatures above 220 °C, e.g. exhaust gas lines, silencers,
turbochargers etc., are to be effectively insulated with non-combustible materials. The
insulation must be such that oil or fuel cannot penetrate into the insulating material.
Metal cladding or hard jacketing of the insulation is considered to afford effective
protection against such penetration.
In the case of multi-diesel engine plants a joining of the exhausts before the silencer or
into a common silencer is not to be recommended, because of vibrations (beating effect)
and an increased noise emission is the consequence.

Rev. 2.01
Marine Application
Figure 7.4.5: Standard exhaust gas system via funnel

1 Exhaust gas silencer (shipyard supply)
2 Flexible connecting element (steel bellow)
3 Flexible adapter (shipyard supply)
4 Rigid point (shipyard supply)
5 Flexible joint (shipyard supply)
Figure 7.4.6: Underwater discharge (with exhaust flap)

1 Exhaust compensator 6 Flexible connection
2 Junction piece 7 Exhaust flow control flap with actuator (to
3 Exhaust pipe be determined by shipyard)
4 Exhaust pipe water-cooled 8 Water inlet
5 Spray ring 9 Above water exhaust outlet
10 Under water exhaust outlet

Rev. 2.01
Marine Application
Acoustic data:
A sound spectrum of the diesel engine undamped exhaust noise is available for each diesel
engine in the Sales Program. These spectra are available on request for project- or
contract-specific purposes (see chapter 7.5.2).
Flexible adapters (bellows):
Flexible adapters for axial compensation should usually be installed with preload
(expanded, in other words) so that their full range of travel is subsequently available. When
calculating the installed length of bellow adapters, it is important to take the actual
installation and operating temperatures into account. To facilitate their installation, the
adapters can be fitted with spacers welded into position provisionally to ensure that the
assembly is of correct length. It is of course essential to remove these provisional spacers
prior to initial operation of the plant.
The adapters mounted at the on-engine interfaces must be installed at the lengths
specified in the installation drawing. This usually entails installation without preload.
Insulation for exhaust pipe work:
The exhaust pipes must be insulated in order to reduce the amount of heat they radiate to
their environment and thus reduce the temperature in the engine room. The insulation
must be attached in such a way that it is not possible for dust or fragments to be released
in operation, for example under the effects of heat and/or vibration. The use of health-
threatening materials such as asbestos is expressly forbidden.
7.4.3.2 Water-cooled exhaust system

As a means of reducing the temperature of the exhaust gas and thus of the exhaust duct
components, the exhaust can be cooled by raw water in a cooling jacket and/or by the
injection of raw water into the exhaust-gas flow. The volume of raw water required for
cooling can be tapped from the raw water outlet line after the diesel engine or gearbox. A
regulating device - a flow restrictor or valve -must be incorporated in the system in order
to regulate the flow during operation (if the volume of water is too high, the exhaust
backpressure increases accordingly).
Cooling can be achieved by means of raw water enclosed in a cooling jacket (jacketed
exhaust pipe) or by water injected into the exhaust flow. The raw water lines must be
routed such that it is impossible for water to return to the diesel engine. The heated water
must flow at normal pressure to an outboard discharge. To prevent water penetrating the
diesel engine, the exhaust pipe must be dry at the highest point or the diesel engine has to
run without exhaust cooling. The cooling must take place only along the descending pipe.
If the safety margin is inadequate despite this precaution, the “dry” section of the exhaust
system must be extended upward by the use of a gooseneck as a water trap.

Rev. 2.01
Marine Application
A) Diesel engine and exhaust outlet above waterline
Typical arrangement for

exhausts with water
injection.
Specifications are to be
considered according to
the position of the diesel
B) Diesel engine above/exhaust outlet under waterline engine and the exhaust
outlet installation.
When the diesel engine
and the exhaust outlet are
above the water line, the
highest point of the water
trap (gooseneck at
exhaust outlet) must be at
least 400 mm above the
waterline.
C) Diesel engine under/exhaust outlet above waterline
The same is valid for the
diesel engine position
above the waterline and
the exhaust outlet below
the waterline.
During the diesel engine
being below the waterline
and the exhaust outlet
above or below the
D) Diesel engine and exhaust outlet under waterline waterline, the highest
point of the water trap
must at least 400 mm
above the waterline, so
must the pipeline for the
water injection.
Figure 7.4.7: Exhaust system design with water injection

Rev. 2.01
Marine Application
7.4.4 Cooling Water System

The series 2000 and 4000 features an innovative split-circuit coolant system with a power-
dependent sub circuit to cool the combustion air. To achieve this, the coolant flow from
the diesel engine is split in two:
• Approximately two thirds proceed through a “high-temperature circuit” and return
directly to the diesel engine inlet, while the remainder is fed into a thermostatically
controlled “low-temperature circuit”.
• During idling or low-load operation, the thermostat allows heated coolant to bypass
the recooler on its way to the intercooler in order to warm-up the combustion air and
thus prevent white smoke in the exhaust gas.
The annular slide valve in the thermostat remains in its initial position until
increasing power raises coolant temperature, causing the wax pellet in the
thermostat to expand. Gradual closing of the bypass line now directs the coolant
stream through the recooler.
As a result, coolant entering the intercooler is at a low temperature which, in turn,
provides for a high combustion air volume and, consequently, maximum diesel
engine power. After flowing through the intercooler and the lube oil heat exchanger,
“cold” coolant rejoins the uncooled high-temperature circuit, thereby cooling the
total volume flow before it re-enters the diesel engine.
Figure 7.4.8: Coolant system, functional diagram

Rev. 2.01
Marine Application
7.4.4.1 Cooling water system with on-engine mounted heat exchanger
Figure 7.4.9: Cooling water system with on-engine mounted heat exchanger
(Split-circuit cooling system)

1 Diesel engine coolant pump
2 Lube oil heat exchanger
3 Intercooler
4 Coolant heat exchanger
5 Preheating unit, complete, not standard scope of supply
6 Expansion tank, diesel engine coolant, shipyard supply
7 Gearbox
8 Gearbox oil heat exchanger
9 Ship heating, shipyard supply (see chapter 7.4.4.5)
10 Connecting point, flexible connecting element
11 Flow restrictor
12 Sea water pump
13 Sea water filter, shipyard supply
14 Fuel oil heat exchanger
Split-circuit cooling system using heat exchanger with titanium plates:
Advantages:
• Keeps diesel engine coolant, oil and intake air at optimum temperature under all
operating conditions.
• Higher temperature during idle or low-load operation.
• No seawater in the diesel engine.
Rev. 2.01
Marine Application
7.4.4.2 Cooling water system with separately-mounted heat exchanger

(Including keel cooling)
Figure 7.4.10: Cooling water system with separately-mounted heat exchanger
(e.g. keel cooling)

1 Diesel engine coolant pump
3 Intercooler
4 Coolant heat exchanger (Shell cooler/Case cooler), shipyard supply
5 Preheating unit, complete, not standard scope of supply
6 Expansion tank, diesel engine coolant, shipyard supply (S 2000 with external
recooling System: size of expansion tank 20% of the coolant circulation volume)
7 Gearbox
8 Gearbox oil heat exchanger
9 Ship heating, shipyard supply
10 Connecting point, flexible connecting element
11 Flow restrictor
Cooling system for low power and ship operation in shallow water.
Advantages:
• No sea water in pipelines, valves, pumps and heat exchanger in the ship.
• Low-cost materials for above-mentioned components.
• Less sensitive to corrosion.

Rev. 2.01
Marine Application
7.4.4.3 Central cooling water system
Figure 7.4.11: Central cooling water system

1 Diesel engine coolant pump 9 Ship heating, shipyard supply
2 Lube oil heat exchanger 10 Flexible connecting element
3 Intercooler 11 Flow restrictor, shipyard supply
4 Coolant heat exchanger 12 Sea water pump, shipyard supply
5 Preheating unit, complete, 13 Sea water filter, shipyard supply
not standard scope of supply 15 Sea water stand-by pump,
6 Expansion tank, diesel engine shipyard supply
coolant, shipyard supply 16 Harbour sea water pump,
7 Gearbox shipyard supply
8 Gearbox oil heat exchanger 17 Heat exchanger for auxiliary
Advantages:
• Only one sea chest and one sea water system necessary.
• All machines with cooling requirements through heat exchanger connectable.
• Less pipelines, simple piping system.

Rev. 2.01
Marine Application
7.4.4.4 Sea chest construction for ice ships

General notes:
• The sea water flow velocity, entry in the sea chest, must be low because of the icing
danger.
• The sea chest size, in comparison to the demand of cooling water for the ship
cooling system, must be in correct relation.
• The return cooling water from the ship cooling system is introduced as partial
current (controlled) into the sea chest again in order to melt accumulating ice in the
sea chest.
• The sea water suction pipe is arranged at the sea chest inner edge.
• In the sea chest are installed up to two cascades so that the brush-ice or slush-ice
accumulating in the sea chest above the sea water are melted by the warmed up
cooling water coming from the ship cooling system.
• The cascade plates must bypassing the sea water on the bottom of the sea chest, to
keep the flow velocity of the sea water to be sucked off on a normal level.
• In emergency case these measures will not be sufficient. The cooling water is
pumped by bypass management from/to a ballast tank. Sea-going ships have big
ballast tanks, usually in the double bottom.
Figure 7.4.12: Sea chest construction for ice ships

Rev. 2.01
Marine Application
7.4.4.5 Ship heating

To a certain extent, cooling water heat can be extracted from the diesel engine coolant for
on-board usage, for example in a heating system for cabins or for fresh water treatment.
Removing heat in this way has an effect on diesel engine system balance, so the volume of
heat to be removed and the additional volume of coolant must be limited. The relevant
data are available on request from MTU.
To prevent the engine temperature dropping too much during idle or operation at low load,
it is not permissible to tap heat from the diesel engine coolant until the coolant reaches a
temperature > 70°C. The bypass system employed to tap heat must be controlled
thermostatically or by means of an electrically actuated shut-off valve installed for this
purpose. The standard scope of supply does not include the necessary connecting
hardware.
For proper venting of the pre-heater and/or the cabin heat exchanger an air vent valve
must be arranged in a higher location, after the connection at the diesel engine, to achieve
a reliable collection/separation of air.

Rev. 2.01
Marine Application
7.4.5 Fuel System

The standard scope of supply requires the shipyard to connect the fuel feed and return
lines for the diesel engine. The standard scope of supply includes flexible connectors and a
fuel prefilter for connecting the fuel supply line to the diesel engine.
Figure 7.4.13: Fuel System (except for series 2000 with external cooling system)
1 Fuel prefilter with water separator

2 Service tank, shipyard supply
3 Fuel transfer pump, shipyard supply
4 Fuel coarse filter or (water) separator and purifier, shipyard supply
5 Flexible connecting element
6 Fuel heat exchanger, not standard scope of supply
A diesel engine with a safety-enhanced fuel system (comprising jacketed high-pressure

fuel lines and an on-engine tank for leak-off fuel) requires an additional line to carry off an
overflow. When routing this overflow, bear in mind that the leak-off fuel is not under
pressure, i.e. it must return to the on-board collecting tank or the fuel tank via a line
routed on a declining plane and venting to atmosphere.
Only fuels listed in the Fluids and Lubricants Specification are approved for use in MTU
diesel engines.

Rev. 2.01
Marine Application
The supply pipe must be connected to the on-engine interface by means of a flexible
connector (see chapter 7.4.1, Flexible Connections).
• If, as maybe the case in exceptional circumstances, the flexible connector (hose) is
not supplied by MTU, it must satisfy the requirements laid down in chapter 7.4.1.
• We recommend the use of steel piping (e.g. S235JR according to EN 10079). The
engineering guidelines apply with regard to wall thickness of piping.
• Pipe runs should be kept as short as possible and a measuring connection must be
provided immediately in front of the on-engine interface to permit system checking,
e.g. for commencement.
• If an auxiliary diesel engine receives its fuel supply via a bypass incorporated in the
fuel supply system of the main diesel engine, this design feature must be taken into
account when calculating the cross-section of the lines (check values required).
Failure to take this factor into account may result in the auxiliary diesel receiving
insufficient fuel when the main diesel engine is in operation, with the danger of
diesel engine malfunction as a result.
7.4.5.2 Design data

Compliance with the limits defined for the system interface is essential in order to ensure
compliance with the limits for diesel engine operation. Data as required for
design/dimensioning of the fuel system
• Fuel volume flows, feed and return
• Pressure limitations at on-engine interface, min./max.
• Temperature limitations for supply, min./max.
• Fuel temperature increase before/after diesel engine
• Heat to be removed from return fuel
are specified in the data sheet for the project or contract.
The needs of the diesel engine must be taken into account with regard to the arrangement
of the fuel tanks in the vessel and the dimensioning of the tanks. As al rule, the fuel supply
system should incorporate at least one supply tank, plus a service tank for the diesel
engine.
The location of the service tank has an effect on the efficiency of heat exchange and the
routing of the fuel lines from and to the diesel engine. In order to avoid malfunctions, it is
important to observe the following points:
• The service tank must be of a size such that the temperature in the tank caused by
return fuel mixing with residual fuel in the tank always remains below a permissible
maximum.

Rev. 2.01
Marine Application
The equations below can be used to calculate the requisite volume of the service tank (size
of service tank).
t ⋅ (0 . 04 ⋅ be ⋅ PB + Vreturn ⋅ 2 .1) 3
Vtan k = (m ) (E- 7.4.2)
w
Vtank = Total volume of service tank in m3

t = Time to replenish the service tank in h
be = Specific fuel consumption at fuel stop power in kg/kWh
PB = Fuel stop power in kW
Vreturn = Fuel return flow from diesel engine at fuel stop power in litre/min
W = Evaluation value for maximum fuel inlet temperature (Figure 7.4.14)
70
60
Evaluation value W.
50
40
30
20
10
0
25 30 35 40 45 50 55 60 65 70
Max. fuel inlet temperature T in °C
Figure 7.4.14: Evaluation value for max. fuel inlet temperature
The calculation of the total volume of the service tank is taken with regard to a maximum
permissible level of 85 % and of a remaining level of 10 %.
• If the available service tank volume is less than the calculated volume and the diesel
engine has return fuel, the temperature of the fuel in the service tank exceeds the
permissible limit for the fuel supply to the engine and a fuel heat exchanger must be
installed in the return fuel line from the diesel engine.
• The fuel supply from the service tank to the diesel engine must be such that no
sludge seasoned on the bottom of the service tank or water precipitated from the
fuel is drawn into the supply line to the diesel engine. This is achieved by locating the
supply pipe at an adequate height above the bottom of the service tank (at least
100 mm clearance from the bottom of the tank).

Rev. 2.01
Marine Application
• If the service tank is on a level higher than that of the fuel delivery pump (overhead
tank, header tank) the return line carrying excess fuel from the diesel engine must
be routed above the maximum level of fuel in the service tank. This precaution is
adopted in order to prevent fuel flooding the diesel engine while it is at a standstill,
because it is not possible to guarantee that the non-return valves in the delivery line
always remain absolutely tight.
• If the service tank is on a level lower than that of the fuel delivery pump (low level
tank, bottom tank), the return line carrying excess fuel from the diesel engine must
be routed below the minimum level of the fuel in the service tank. This precaution is
adopted in order to prevent air entering the fuel system and the fuel delivery pump
when the engine is at a standstill.
• The minimum/maximum pressure at the on-engine interfaces must be as specified
in the data sheet. If the plant incorporates a bottom tank and/or a relatively long
fuel supply line, a booster pump must be installed in order to prevent an
impermissibly high intake depression before the diesel engine.
• A water drain valve and sludge drain valve must be provided at the lowest point of
the service tank. The tank must be provided with adequate breather facilities, which
in turn must afford adequate protection against the ingress of water.

Rev. 2.01
Marine Application
7.4.6 Lube Oil System

The standard propulsion plant is supplied complete with all system components required
for operation mounted on the diesel engine or gearbox and fully connected (including heat
exchangers and filters). A pipe connection is required only for the extraction of used oil
from the diesel engine and gearbox for oil changes. An oil extraction system, consisting of
a manually operated extraction pump and flexible connecting elements, is an optional
scope of supply with the diesel engine.
The optional scope of supply for the diesel engine also includes an oil priming system
(see chapter 7.4.7.4). The priming system consists of a pump with electric motor, flexible
connecting elements and a control unit. Like the oil extraction system, it is supplied with
the diesel engine but not mounted. The components must be installed in the engine room.
The lubricating oil system from on-engine and on-gearbox interfaces is shown as a diagram
in Figure 7.4.15.
Figure 7.4.15: Lube oil system

1 Lube oil pump
3 Drain plug on oil pan
4 Oil dipstick
5 Lube oil hand pump
6 3-way cock, lube oil, shipyard supply
7 Gearbox
8 Automatic lube oil level monitoring and replenishment system, not standard
scope of supply (according to classification societies for watch-free operation)
9 Lube oil tank, shipyard supply

Rev. 2.01
Marine Application
Lubricating oils
Only diesel engine oils, which satisfy the requirements of the Fluids and Lubricants
Specification and which are approved by MTU (see chapter 4 – Fluids and Lubricants
Specification), must be used in MTU diesel engines. The viscosity must be selected to suit
the oil temperature at the time of diesel engine start-up. After a prolonged out-of-service
period, the oil temperature settles to the temperature of the air in the engine room. The
unigrade and multigrade oils approved by MTU do not require additives. Consequently, it is
not permissible to mix additives with these oils.
The gearbox manufacturer issues the list of oils, approved for use in the gearbox. This list
is included in the gearbox documentation. Usually, the gearbox can be filled with oil of the
same viscosity as that used in the diesel engine, which means that the same product can
be used for both diesel engine and gearbox.
Design data
Data such as the
• oil volume and
• maximum permissible operating inclination of the propulsion plant
(diesel engine and gearbox)
required for design of the oil system is stated in the data sheet for the project or contract.
With regard to the diesel engine oil capacity, bear in mind that the figure may differ for
certain diesel engines depending on the angle of inclination at which the diesel engine is
installed. The capacity diminishes as the installation inclination angle of inclination
increases.
General notes:
The pipe diameters specified in the project- or contract-specific system scheme are
minimum nominal inside diameters (DN). It may be necessary to use larger diameters,
depending on the length and routing of the pipe runs.
The oil priming pump should be positioned in the engine room such that
• it is adequately protected against moisture and mechanical damage,
• it receives an adequate supply of cooling air (electric motor), and
• it is not below the level of the diesel engine oil.
To ensure adequate priming, the pump should not be significantly higher than the plane of
the diesel engine mounting system, and the lines should be as short as possible.
The entire oil supply system must be cleaned thoroughly in preparation for initial
operation.
We recommend the use of steel pipes (e.g. S235JR according to EN 10079).
The pipe must be connected to the on-engine or on-gearbox interface by means of a
flexible connector (see chapter 7.4.1 - Flexible Connections) for details. If, as may be the
case in exceptional circumstances, the flexible connector (hose) is not supplied by MTU, it
must satisfy the requirements laid down in chapter 7.4.1.

Rev. 2.01
Marine Application
All regulations applying to the storage and disposal of oil must be observed.
Usable life span of oil
The usable life span of oil in the diesel engine depends on the quality of the oil itself, the
treatment it receives, the operating conditions and the type of fuel used. The maintenance
schedule for the diesel engine (see Chapter 11 - Maintenance Concept / Maintenance
Schedule) contains empirical values obtained on the basis of long experience. The
necessity for an oil change must always be decided on the basis of the results obtained by
analysis of a sample of oil extracted for this purpose from the diesel engine.
Employing oil bypass filters or centrifugal oil filters can extend the intervals between oil
changes. Installing devices of this nature can double the usable life span of the oil. Oil
bypass filters are supplied with, but not mounted on the diesel engine. A centrifugal oil
filter can be supplied as an alternative to the bypass filter. Centrifugal oil filters are
supplied either fully installed or ready for installation on site, depending on the diesel
engine model.

Rev. 2.01
Marine Application
7.4.7 Starting System

The diesel engines may employ one of three different methods of starting. There are
principally two types of starting systems, which differ by the way in which the energy,
required to start the diesel engine is stored:
• Electric starting with battery-powered starter motor
• Compressed air starting, by means of
- pneumatic starter motor, operating pressure range
from 1·106 to 3·106 Pa (10 to 30 bar)
- air-in-cylinder, operating pressure range
from 2·106 to 4·106 Pa (20 to 40 bar), series 4000 only
The regulations to which the plant is subject govern the choice of the starting system, i.e.
electric or pneumatic. Unless otherwise specified by the customer, the diesel engines are
supplied with electric starting systems by default (series 2000 and 4000), because the
electric system is more straightforward and involves fewer system components. In terms
of reliability, there are no differences between the systems - all three are thoroughly
satisfactory.
Compressed air starting is preferable on vessels with a central compressed air supply
system, because under these circumstances there is no need to provide an additional
supply system and there is a weight advantage when compared to the electric starter.
The starting procedure is controlled and monitored by a control system included in the
optional scope of supply. The control unit incorporates both the controller logic circuits
and all requisite control elements.
7.4.7.1 Electric starter motor

The starter motor (some diesel engine models have two starters) mounted on the diesel
engine requires a 24 VDC supply. Starter motors with other voltage ratings are available
on request for special applications.
Design data such as
• nominal power
• current consumption and
• requisite storage-battery capacity
required for the design of the starting system are part of the data sheet of the project or
contract. The starter batteries are usually recharged by means of an alternator which is
usually included in the diesel engine scope of supply.

Rev. 2.01
Marine Application
The batteries are not part of the MTU scope of supply. The following points require
consideration:
• The position of the battery in the engine room must be such as to permit easy
access for maintenance.
• The battery must be protected against moisture, mechanical damage and extreme
temperature.
• The battery must be as close as possible to the diesel engine or, more precisely, to
the starter motor, so that the electric cables are as short as possible.
• In order to avoid corrosion in the vicinity of the battery, it must be well ventilated,
because it is not always possible to prevent acid vapour escaping from the battery
cells.
There are no design-related restrictions on the choice of battery type, e.g. lead-acid or
nickel-cadmium battery. Note, however, that the ambient conditions must be taken into
account in this respect.
The diesel engine documentation and the special documentation for the electronic
accessories contain information that must be taken into account with regard to the
electric wiring of the starting system and the calculation of the cross-section of the
conductors to suit the cable lengths and currents carried.
7.4.7.2 Compressed-air starting, compressed-air starter motor

If the diesel engine is equipped with a pneumatic starter motor, the compressed air supply
connects to the starter motor mounted on the diesel engine. The starting air supply valve
mounted on the starter motor is electrically actuated with provision for emergency manual
actuation. The system components required for the starting system (flexible connecting
element, air filter and pressure reducing valve from 4·106 to 1·106 Pa) are optional part of
the MTU scope of supply.
Figure 7.4.16 is a schematic view of the compressed air starting system with pneumatic
starter motor.
The incorporation of a pressure reducing valve makes it feasible to dimension the
compressed air storage tanks for a pressure considerably higher than the operating
pressure of the starter motor, with the result that the size of the tanks can be reduced (by
a factor of 6 to 8).

Rev. 2.01
Marine Application
Figure 7.4.16: Starting system with pneumatic starter motor
1 Compressed air starter 6 Safety valve, shipyard supply

2 Lubricator (optional), shipyard supply 7 Pressure gauge, shipyard supply
3 Air filter, shipyard supply 8 Flexible connecting element
4 Pressure reducing globe valve, 9 Pneumatic starter motor
shipyard supply
5 Starting air receiver, shipyard supply
7.4.7.3 Compressed-air starting, air-in-cylinder

If the diesel engine is equipped for air-in-cylinder starting, it features an interface at which
compressed air from the starting valve must be made available. The starting valve is
electrically actuated but is also designed for emergency manual operation. It is an optional
part of the MTU scope of supply and is supplied with, but not mounted on, the diesel
engine.
Figure 7.4.17 is a schematic view of the air-in-cylinder starting system and of the on-
engine interface.
The compressed air tanks used to store the starting air can be supplied by MTU or by the
shipyard. If they are not supplied by MTU, the tanks must be dimensioned by the shipyard
as to contain an air supply adequate for the number of diesel engine starts specified by the
applicable regulations.

Rev. 2.01
Marine Application
Figure 7.4.17: Starting system with air-in-cylinder starting
1 Starting air distributor

2 Starting valve
3 Starting air receiver, shipyard supply
5 Safety valve, shipyard supply
6 Pressure gauge, shipyard supply
Design data
Data such as
• minimum/maximum starting air pressures for the diesel engine
• average air consumption per start
• regulation number of engine starts
are specified in the data sheet for the project or contract. Unless the number of diesel
engine starts is specified elsewhere, we recommend dimensioning the compressed air
tanks such that at least six starts are possible without recharging the tanks. In twin-engine
or multiple-engine configurations, the diesel engines housed in a single engine room can
be supplied from a common compressed air storage system.

Rev. 2.01
Marine Application
The equations below can be used to calculate the requisite volume of the compressed air
storage system (size of compressed air tank or tanks).
s ⋅ Vn1 ⋅ p n
V= (m3) (E- 7.4.3)
∆p
V = Volume of the compressed air tank in m3

s = Number of diesel engine starts
Vn1 = Air consumption per start (at normal pressure pn) in m3
∆p = Pressure differential in compressed air tank in Pa
= p1 - p2 or pmax - pmin
p1 = Pressure in the air tank before diesel engine start in Pa
p2 = Pressure in the air tank after diesel engine start in Pa
pmax = Max. permissible starting air pressure in Pa
pmin = Min. permissible starting air pressure in Pa
pn = Normal pressure = 1.013·105 Pa
The starting air supply valve should be located in the engine room and as close as possible
to the diesel engine, and in such a way that it is protected against damage and moisture.
The supply pipe must be connected to the on-engine interface by means of a flexible
connection.
We recommend the use of steel piping (e.g. S235JR according to EN 10079).
Pipe runs should be kept as short as possible and a measuring adapter (Ml8xl.5) must be
provided immediately in front of the on-engine interface to permit system checking, e.g.
for commencement.
The starting air must be purified and dried before entering the diesel engine.
If MTU supplies the air filter for the starting air, no further filter element is necessary
before the diesel engine.

Rev. 2.01
Marine Application
7.4.7.4 Starting aid measures

Measures that facilitate starting are required on a case-to-case basis in order to avoid
adverse or impermissible operating conditions, for example, from low ambient
temperatures (=air temperature in engine room).
The measures for easy starting fall into the following categories:
• Coolant preheating
• Diesel engine oil priming
Coolant preheating:
Coolant preheating is a means of improving both diesel engine starting and operating
conditions in general. This, in turn, means better operating figures for the diesel engine, as
e.g. lower HC emissions. The minimum coolant temperature for (full) load application is
achieved more rapidly, which means that the propulsion plant is “immediately”
operational.
It may or may not require coolant preheating, depending on ambient temperature
(=minimum temperature in the engine room). The data sheet specifies a temperature
threshold of 10°C in the engine room. If temperatures lower than this minimum is
anticipated in the engine room, coolant preheating is necessary.
The optional scope of supply allows for an electric coolant preheating unit. Details of how
the coolant preheating unit is incorporated in the cooling system can be found in
chapter 7.4.4 “Cooling water system”.
Diesel engine oil priming:
Certain models when used in certain applications require diesel engine oil priming to
ensure adequate lubrication of critical components from the time when the start
procedure commences. Above and beyond the MTU requirements, the operator may
specify diesel engine oil priming for a particular diesel engine or application.
The necessity for diesel engine oil priming must be determined on the basis of design-
related specifics and load characteristics. Engine oil priming is of some advantage for all
diesel engines, but not always essential.

Rev. 2.01
Marine Application
7.4.8 Electric Power Supply
Figure 7.4.18: Electric power supply
Figure 7.4.18 shows a basic diagram of the electric power supply. One of two Double
Charging Devices, each comprising a battery charging unit and a network supply unit,
feeds the DC 24V Engine Room Distribution Board by its network supply unit and the
emergency-battery by its battery charging unit. An additional 28V Diesel Engine Alternator
gives independence of the main supply. The alternator is connected to the emergency
battery and may charge the battery or feed the distribution board respectively. In case, the
main supply and the 28V Diesel Engine Alternator fails, the emergency-battery will feed the
DC 24V distribution board.

Rev. 2.01
Marine Application
The second Double Charging Device feeds the “Automation Diesel Engine” by its network
supply unit and the diesel engine start-battery by its battery charging unit. This battery
feeds the diesel engine starter and will feed the automation equipment in case the
network supply unit fails.
In case of emergency, the automation equipment of the diesel engine may be connected to
the DC 24V distribution board.

Rev. 2.01
Marine Application
7.5 Emission
7.5.1 Exhaust Gas Emission, General Information
The MTU standard reduction of exhaust gas emissions for marine applications is in
accordance with International Maritime Organization (IMO-NOx, MARPOL 73/78)
Limitation of NOx-Emission
18
16
14
NOx in g/kWh
12
10
8
6
4
2
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Engine rates speed in rpm
Figure 7.5.1: Limitation of NOx-emission (IMO)
The IMO NOx emission limit depends on the rated diesel engine speed:
n < 130 min-1 NOx = 17 g/kWh
-1
n = 130 to < 2000 min NOx = 45 n-0.2 g/kWh
n ≥ 2000 min-1 NOx = 9.8 g/kWh
Furthermore diesel engines are available for following exhaust gas emissions:
• IMO-NOx minus 20%, e. g. for applications 1B series 4000

• IMO-NOx minus 40%, e. g. for applications 1A series 4000
• Lake Constance Shipping Ordinance -Bodensee-Schifffahrt (BSO)-
• Rhine River/EU inland waterways -RheinSchuO, ZKR-
• USA - EPA
For further information see the actual MTU Sales Program.

Rev. 2.01
Marine Application
7.5.2 Acoustical Emission, General Information

Low noise on board of yachts, passenger vessels and on naval ships is an important
demand.
Noise spectra, i.e. frequency analyses for operating noises distinguishing between
• air-borne noise as
- diesel engine free-field noise (Figure 7.5.4)
- undamped exhaust noise (Figure 7.5.5)
- undamped air intake noise (not standard)
• structure-borne noise (Figure 7.5.8 and Figure 7.5.9)
have been performed for all engines listed in the current Sales Program.
Figure 7.5.2: Diesel engine noise sources
The results of these analyses are available on request for projects and contracts. Note that
these analyses do not take into account the air intake noise. In the noise spectra the
information relating to noise pressure level and level of oscillation velocity is valid only for
the rated diesel engine power and speed as stated, and thus for other power/speed
combinations merely informative.

Rev. 2.01
Marine Application
7.5.2.1 Airborne noise level

A noise spectrum of the diesel engine operating noise emitted to the environment (free-
field) is available for each diesel engine in the Sales Program. These spectra are available
on request for project or contract-specific purposes. The figures in the noise spectrum are
in dB(A) and comply with ISO standards. The datum level is 2·10-5 Pa and the noise
pressures are measured at a distance of 1 m, unless otherwise stated in the diagram.
To minimise airborne noise level the diesel engine can be provided with a noise enclosure
(Figure 7.5.3).
Figure 7.5.3: Example, diesel engine with noise enclosure

Rev. 2.01
Marine Application
Figure 7.5.4: Diesel engine surface noise analysis (example)

Rev. 2.01
Marine Application
7.5.2.2 Exhaust gas noise level
Figure 7.5.5: Undamped exhaust gas noise analysis (example)

Rev. 2.01
Marine Application
7.5.2.3 Structure-borne noise level

(e.g.: single-(standard), single-(shock resistance), double-resilient mounting)
Depending on different requirements, four different “Quiet Systems” will be additionally
offered to the standard designs. All options are based on proven designs.
Standard single resilient mounting system:

(Standard)
Standard single resilient mounting system for ships without any special shock or acoustic
requirements, e.g. working ships and fast ferries.
Technical Features:
• Standard acoustic, no shock requirements
• Single resilient mounting system
• Standard coupling system for torsional vibration and misalignment
Single resilient mounting system with shock:
(Option 1)
Single resilient mounting systems for applications with shock requirements on ships, such
as OPV´s and Corvettes:
Technical Features:
• Shock requirements according to German BV 0230 or STANAG 4142 combined with
moderate acoustic requirements
• Special single resilient mounting system
• Resilient coupling system for increased shock and structure-borne noise attenuation

Rev. 2.01
Marine Application
Typical Arrangement
2 1
1 Diesel engine
2 Gearbox
3 Ship foundation
4 Resilient elements, standard or special
single resilient mounting system, with
3 4 or without shock requirements
A) Engine with flange-mounted gearbox
1 Diesel engine
2 1 6
5 2 Gearbox
3 Ship foundation
or without shock requirements
5 Standard coupling system for
3 4 torsional vibration and misalignment,
B) Engine with free-standing gearbox optional
with resilient coupling system for
increased shock and structure-borne
noise attenuation
6 Noise case (optional)
2 1
1 Diesel engine
2 Generator
3 Ship foundation
3 4
C) Engine with flange-mounted generator

Rev. 2.01
Marine Application
Typical Arrangement
1 Diesel engine
2 1 6
5 2 Generator
3 Ship foundation
5 Standard coupling system for torsional
3 4 vibration and misalignment, optional
with resilient coupling system for
D) Engine with free-standing generator increased shock and structure-borne
noise attenuation
6 Noise case (optional)
Figure 7.5.6: Single resilient mounting system with shock
Standard double resilient mounting system:

(Option 2)
Double resilient mounting system improves the acoustic behaviour for ASW ships,
comfortable pleasure crafts and casino ships.
Technical Features:
• Higher acoustic demands, shock requirements according to German BV 0230 or
STANAG 4142, weight critical application
• Double resilient mounting system consisting of:
- Rubber elements shock proved, with shock buffers
- Light/stiff base frame with 30% of diesel engine weight as intermediate
mass
• Resilient coupling system for torsional vibration and increased shock and structure-
borne noise attenuation

Rev. 2.01
Marine Application
Double resilient mounting system for low noise:

(Option 3)
Double resilient mounting system to achieve low noise levels onboard of yachts, passenger
vessels and most naval applications.
Technical Features:
• High acoustic demands, shock requirements according to German BV 0230 or
STANAG 4142
- Polymeric concrete/steel base frame with 50% of diesel engine weight as
intermediate mass
• Noise enclosure
Double resilient mounting system for extreme acoustic requirements:

(Option 4)
Double resilient mounting systems for extended acoustic requirements on ASW ships and
research vessels:
Technical Features:
• Extended acoustic demands, shock requirements according to German BV 0230 or

STANAG 4142
- Polymeric concrete/steel combination base frame with 70% of diesel engine
weight as intermediate mass
- Double stage steel springs with silicon damping filling
• Noise enclosure

Rev. 2.01
Marine Application
Typical Arrangement
1 Diesel engine
2 1 6
5 2 Gearbox
3 Ship foundation
4 Resilient elements, double resilient
mounting system, with shock
requirements
5 Resilient coupling system for torsional
vibration and increased shock and
3 7 4
structure-borne noise attenuation
A) Engine with free-standing gearbox 6 Noise enclosure

7 Intermediate mass
1 Diesel engine
2 1 6
5 2 Generator
3 Ship foundation
4 Resilient elements, double resilient
mounting system, with shock
requirements
5 Coupling system for torsional vibration,
misalignment and increased shock
3 4 7 attenuation
B) Engine with free-standing generator 6 Noise enclosure
7 Intermediate mass
Figure 7.5.7: Double resilient mounting system for extreme acoustic requirements

Rev. 2.01
Marine Application
m/s
Standard
-8
Lv in dB re 5x10
Option 1
Option 2
Option 3
Option 4
10 dB
31,5 63 125 250 500 1000 2000 4000 8000

Frequency in Hz
Figure 7.5.8: Examples for different “Quiet Systems”
Figure 7.5.8 shows some examples for different “Quiet Systems”, i.e. structure-borne
noise levels below the resilient mountings (e.g. diesel engine 20V 1163).

Rev. 2.01
Marine Application
Figure 7.5.9: Structure borne noise: diesel engine feet, above rubber mounts
(example)

Rev. 2.01
Marine Application
7.6 Mechanical Power Transmission

There are different possibilities and combinations for the mechanical power transmission
with internationally system-specific terms established.
The following arrangement is the most customary:
Direct drive:
Figure 7.6.1: Diesel engine direct drive
1.1 Starboard controllable pitch propeller (CPP) or fixed pitch propeller (FPP)
1.2 Port controllable pitch propeller (CPP) or fixed pitch propeller (FPP)
2.1 Starboard diesel engine
2.2 Port diesel engine
3.1 Starboard gearbox
3.2 Port gearbox

Rev. 2.01
Marine Application
CODAD = COMBINED DIESEL ENGINE AND DIESEL ENGINE:

This kind of power plants offers e.g. the possibilities to transmit the power onto one shaft
optionally from one or several diesel engines.
Figure 7.6.2: Combined diesel engine and diesel engine
2.1 Starboard diesel engine 1
2.2 Port diesel engine 1
3.2 Port gearbox

Rev. 2.01
Marine Application
Figure 7.6.3: Combined diesel engine and diesel engine with separate gear
compartment
3.2 Port gearbox

Rev. 2.01
Marine Application
CODOG = COMBINED DIESEL ENGINE OR GAS TURBINE

This kind of power plant offers the possibilities to transmit the power to a shaft optionally
from a diesel engine or from a gas turbine.
Figure 7.6.4: Combined diesel engine or gas turbine
1.1 Starboard controllable pitch propeller (CPP)

1.2 Port controllable pitch propeller (CPP)
3.2 Port gearbox
4.1 Starboard gas turbine
4.2 Port gas turbine

Rev. 2.01
Marine Application
CODAG = COMBINED DIESEL ENGINE AND GAS TURBINE

This kind of power plants offers the possibilities to transmit the power to one or both
shafts from one or two diesel engines, or to transmit the power to one or two shafts only
from the gas turbine, or to transmit the power to both shafts from all driving engines
together.
Figure 7.6.5: Combined diesel engine and gas turbine
1.1 Starboard controllable pitch propeller (CPP)

1.2 Port controllable pitch propeller (CPP)
3.2 Distribution gearbox
3.4 Port gearbox
4.2 Port gas turbine
Further denotations for combinations of mechanical power transmission are used as

follows:
COGAG = COMBINED GAS TURBINE AND GAS TURBINE
COGOG = COMBINED GAS TURBINE OR GAS TURBINE
CODLAG = COMBINED DIESEL-ELECTRIC AND GAS TURBINE
CODLAGL = COMBINED DIESEL-ELECTRIC AND GAS TURBINE-ELECTRIC

Rev. 2.01
Marine Application
7.7 Auxiliary Power Take-Off (PTO), Power Take-In (PTI)

7.7.1 Diesel Engine Mounted PTO
PTO speed, rotation, torque capability are documented in technical data and installation
drawings, additional information is available on request. Auxiliary PTO’s are possible at the
free end or at the driving end of the crankshaft.
Auxiliary PTO at free end of crankshaft:
• Max. torque series 2000: app. 1000 Nm
• Max. torque series 4000: app. 5000 Nm
• Resilient couplings available for series 2000, series 4000 upon request
For example:
• Hydraulic pump drive at free end (side drives)
• Hydraulic pump drive at driving end (series 2000 only)
• Bilge pump
- Electrically clutchable for series 2000
- Non clutchable for series 4000
• Charging generator (standard scope)
Note:
It is to be checked whether all consumer driven through a diesel engine-PTO must be
protected against torsional vibration by means of a resilient coupling.

Rev. 2.01
Marine Application
7.7.2 Gearbox Mounted PTO/PTI
7.7.2.1 Gearbox shaft mounted auxiliary PTO

Auxiliary power take-off is preferably located at the gearbox shafts. Non-reverse reduction
gears generally do not have a reverse shaft for counter clockwise rotation. One non-
clutchable (live) power take-off can be connected at the input shaft (Figure 7.7.1).
Available sizes: SAE A, B, B-B depending on gearbox model.
Figure 7.7.1: Non reverse reduction gear
At non reverse reduction gears with reverse shaft for counter clockwise rotation
(propulsion plants with two single shafts), or reversing reduction gears, two aux. PTO can
be connected, one non clutchable (live) at the input shaft, one non clutchable (live) at the
reverse shaft (Figure 7.7.2).
1) Available sizes: SAE A, B, B-B, depending on gearbox model.
2) Available sizes: SAE B-B to SAE C-C, max. torque 650 Nm.
Figure 7.7.2: Non reverse reduction gear with reverse shaft, or reversing reduction
gear

Rev. 2.01
Marine Application
7.7.2.2 Gearbox top mounted PTO or PTI

Top mounted auxiliary PTO or PTI are for high power, e.g. for workboat application,
clutchable or live PTO/PTI speed, rotation, torque capability upon request.
Figure 7.7.3: Power take-off (PTO) or power take-in (PTI), gear driven
1 Diesel engine
2 Gearbox
3 controllable pitch propeller (CPP)
4 Generator/electric motor
Figure 7.7.4: Top mounted PTO with

1 output
Figure 7.7.5: Top mounted PTO with

2 outputs

Rev. 2.01
Marine Application
7.7.2.3 Diesel engine with free end PTO
4 3 2 1 5
Figure 7.7.6: Direct drive free-standing gearbox arrangement with free end PTO
1 Diesel engine
2 Geislinger steel spring coupling
3 Offset compensating coupling
4 Free-standing gearbox
5 Fire fighting pump with ON/OFF clutch

Rev. 2.01
Marine Application
7.8 Torsional Vibration

The realisation of a torsional vibration analysis for the propulsion plants is very important
for the plant to enable perfect function.
Therefore MTU reserves the right to carry out such an analysis.
The following list shows the data basically needed in order to examine the torsional
vibration behaviour of propulsion plants or generator sets:
Basics / Diesel Engine Data
• Diesel Engine equipment: flywheel, crankshaft vibration damper.
• Performance diagram with specific operating curve
(maximum and continuous power).
• Power splitting in between main PTO and auxiliary PTO.
• Information about possibilities to change the drive-train
(in case of non-permissible stresses):
- - plant already delivered (Ö no possibility)
- - coupling type, shore hardness
- - possible design changes (e. g. additional mass)
• Language and distribution list for the calculation report.
Data for Main PTO
• Torsional elastic coupling:
Manufacturer, size, proposed shore hardness.
• Misalignment coupling or universal shaft in case of free-standing units:
Bending angle, torsional shaft stiffness, mass moment of inertia.
• Fluid coupling:
Torsional stiffness, damping, mass moment of inertia of primary and secondary part.
• Gearbox:
Reduction ratio, TVC model (torsional shaft stiffness, mass moments of inertia).
• Generator:
TVC model (torsional shaft stiffness, mass moment of inertia of the rotor, fan, etc.).
• Shaftline:
TVC model or detailed drawings of shaftline, shaft modulus of rigidity, mass
moments of inertia of additional parts (e. g. shaft couplings, bearings, brakes).
• Propeller / Waterjet:
Fixed pitch or controllable pitch propeller? Mass moment of inertia in water.
Number of blades. Propeller excitation (especially when a CPP is used).

Rev. 2.01
Marine Application
Data for Auxiliary PTO at Crankshaft or Gear Train

• Position of the drive (crankshaft or gear train). If mounted at gear train:
position, reduction ratio?
• Torsional elastic coupling:
Manufacturer, size, proposed shore hardness
• Description of auxiliary units:
Torsional shaft stiffness, mass moment of inertia of the rotating parts.
It is a question only of notes on the data procurement in this case.
In the case of special features (e.g. big driven masses) special attention is to be paid.

Rev. 2.01
Marine Application
Figure 7.8.1: Example for mass elastic system

Rev. 2.01
Marine Application

Rev. 2.01
Marine Application
Classification and Acceptance Test Page 8-1
8 CLASSIFICATION AND ACCEPTANCE TEST

8.1 Explanation of Important Classification and Acceptance Terms
8.1.1 Classification Societies
To evaluate the construction quality and maintenance status of ocean-going vessels and to
document compliance with a quality standard for the insurance companies, ocean-going
vessels are constructed as per the rules and under the supervision of an approved
classification society and are subsequently inspected regularly during operation to re-issue
the classification.
In practice the shipping industry is not forced to obtain classification, but exceptions to
this practice are seldom made due to excessive insurance premiums for unclassified ships.
Well known classification societies are for instance Germanischer Lloyd, Lloyd’s Register
and Det Norske Veritas.
Scope of duties of the classification societies:

• Secure a standard relating to construction and building
Further fields of activities are:

• Offshore plants
• Industrial plants
• Wind parks
8.1.2 Ship Classification

Classification of Ships is the assessment of an ocean-going vessel by a classification
society. The basis of this classification is the technical inspection, often called survey, of
the ship and the judging of the suitability of the ship to go on voyages in different
territories with different passengers or goods.
To validate the outcome of this assessment a certificate is issued for the ship. This
certificate is the proof for the insurance companies to insure the ship and the load under
reasonable conditions.
For the installation of components, e.g. diesel engines, in "classified" ships, these
components need a type approval.
The classification for new buildings normally includes:

• Review of all class and safety relevant design documentation, calculations and
drawings
• Witnessing of acceptance test of major equipment
• Design approval, survey and certification of materials and equipment
• Surveys during the vessels construction period

Rev. 2.01
Marine Application
Page 8-2 Classification and Acceptance Test
• Witnessing of functional tests including dock and sea trials

• Statutory certificates, certificates of compliance and initial surveys on behalf of flag
states.
The scope of duty from classification societies:

• Annual publication of a ship register
• Publication of rules and guidelines
• Examination of drawings and calculations
• Supervision of the production
• Inspection, repair
• Research and development
Instructions for the propulsion layout (Extract):

• Ambient conditions
• Vibrations
• Fuels
• Accessibility of engines
• Electronically component and systems
• Monitoring
• Inclination
Instructions for engine components (Extract):

• Crankshaft (calculation)
• Monitoring
• Filters
• Engine mounting system
• Fuel system (jacked fuel lines)
• Oil pan
The classification societies:

• Are private law companies
• Have comprehensive statutory functions

Rev. 2.01
Marine Application
In spite of that non-governmental character is the classification of ships unavoidable to get

the same high international technical standard.
In many countries the ship owner can choose the society.
Because of that, the societies are competitors.
Advantage:
• Technical progress
Disadvantage:
• The rules are different
• The service differs

Rev. 2.01
Marine Application
8.1.3 List of Classification Societies

IACS is the overriding technical organization of the following class societies:
International Association of Classification Societies

IACS
London / Great Britain
American Bureau of Shipping

ABS
Houston / USA
Bureau Veritas
BV
Paris / France
China Classifikation Society

CCS
Beijing / China
Det Norske Veritas

DNV
Hovik / Oslo / Norway
German Lloyd
GL
Hamburg / Germany
Korean Register of Shipping

KR
Seoul / Korea
Lloyd`s Register of Shipping

LR
London / Great Britain
Nippon Kaiji Kyokai

NK
Tokio / Japan
Registro Italiano Navale

RINA
Genua / Italy
Russian Maritime Register of Shipping

RS
St. Petersburg / Russia

Rev. 2.01
Marine Application
Responsibility of IACS :
• Commits minimum requirements in working groups
(Stability, material, gas- and oil tanker)
• Coordinates the rules, inspections from the 10 societies
• Logistic demands
• Observes the quality and quality management of the societies
8.1.4 Characters of Classification and Notations

The following are the symbols used by each IACS member or associate to denote a ship
constructed under special survey under compliance with the society’s rules, suitable for
unrestricted sea-going service.
Society Symbol (example)

ABS ? A1
BV I
CCS ÌCSA 5/5
DNV ? 1A1
GL ? 100A5
KR ? KRS1
LR ? 100A1
NK NS ¾
RINA 100-A-1.1 or C
RS cÌ
Enquiries regarding any other symbols or notations should be made directly to the society
concerned.
Within the scope of Classification, the characteristic features of hull, machinery and
equipment are reflected in the Character of Classification.

Rev. 2.01
Marine Application
Some further examples of Class Notations (in this case Germanischer Lloyd) are listed
below (extract):
Hull Comment
The ship fully complies with the requirements of GL or other rules
100A5
considered being equivalent.
90A3, 80A2, Ships hull does not fully comply with the requirements of the class.
70A1
Numbers e.g. 100, 90, etc. indicate the maintenance condition of the hull in relation to
the construction rules.
Numbers e.g. 5, 3, etc indicate the duration of the class period in years.
Machinery Comment
MC The machinery including electrical installations complies with the class.
The machinery including electrical installations of non-self-propelled
A-MC
vessels and floating vessels complies with the class.
The machinery including electrical installations does not fully comply
MC, A − MC with the requirement of the class but functional safety and
seaworthiness are ensured for the envisaged service.
Survey,
Supervision
Comment
of
Construction
Hull machinery has been constructed under supervision of and in
accordance with the rules of class at the shipyard, including
certification by class of components and materials requiring inspection.
See above but without certification by class of components and
materials requiring inspection. This character of classification can only
be assigned to a ships hull for which proof of stability is not required.
Hull machinery has been constructed under supervision of and in
accordance with the rules of another class at the shipyard. Afterwards
the class has changed.
For the hull proof of subdivision and damage stability has been
furnished.
Hull that has been constructed under supervision for which proof and
subdivision and damage stability has been furnished, one of the two
nations, shown on the left are assigned.

Rev. 2.01
Marine Application
Range of
Comment
Service
Restricted international service
M (Distances must not exceed 200 sea miles to the nearest point of
refuge.)
Coastal service
(Distances must not exceed 50 sea miles to the nearest point of
K (20) refuge.)
If the permissible distance is less, the sea miles will be noted in
brackets, example: K (20).
Sheltered water service
W
Range where heavy seas do not occur.
I Inland trade
Ice
Comment
Strengthening
Hull and machinery have been designed such as to comply with the
E, E1, E2, E3, E4 requirements for navigation in ice (index 4 represents the highest
notation).
Icebreakers and ice-breaking cargo ships. Construction rules for
ARC1 to ARC4
navigation in arctic waters.
Design of hull and machinery of fishing in waters around Greenland and
EF
Labrador.

Rev. 2.01
Marine Application
Machinery
Automation
Comment
(special
equipment)
Machinery installations that comply with the Rules, e.g. GL, for automated and/or
remote-controlled systems will have the notations affixed to the Character of
Classification as follows.
(Not applicable if Class Notations for high-speed craft have been assigned.)
The machinery installation is fitted with equipment for unattended
AUT machinery spaces, so that it does not require to be operated and/or
maintained for periods of at least 24 hours.
The period during which attendance to and maintenance of equipment
AUT-nh is not required, is less than 24 hours, with (nh) indicating that the
machinery space may remain unattended for (n) hours.
The machinery installation is operated with the engine control room
permanently attended (centralized control) and is equipped with a
AUT-Z
system for remote control of the main propulsion plant from the bridge
or arrangements for manoeuvring from the engine control room.
Further Characters of Classification and Notations you will find in the corresponding
Rules & Guidelines of the responsible classification society.

Rev. 2.01
Marine Application
8.1.5 Type Approval/Prototype Test

In principle, the type approval issued by a classification society is confirmation of the
dependable quality with regard to the security and reliability of a particular type of
product. This type approval is granted to a product type on the basis of a design approval
and by inspection and evaluation of manufacturing and quality assessment based on the
requirements set by specified standards and other preconditions.
For complex functional systems or components, e.g. diesel engines, the type approval
includes among others an endurance test. This so-called type-test run for a diesel engine
comprises a 100-hour test run and subsequent inspection of the dismantled engine.
The type approval is the basis for the acceptance of engines produced in series
production.
Type approval is also required for individual components, systems and units installed on
the engine such as injection systems, electronic components, filters, heat exchangers and
flexible hoses.
8.1.6 Drawing Approval (Design Approval/Design Appraisal)

Design approval/design appraisal is the confirmation of approval of the design or the
drawings of a product according to the rules of a classification society.
Design approval/design appraisal of a new diesel engine series, comprises among others a
validation of the manufacturer's crankshaft calculations, gas pressure table and oil, water
and fuel systems.
8.1.7 Classification Acceptance

Classification society acceptance is the licensing of products for the installation in
“classified” ships.
This classification society acceptance is based on a completed type approval.
For MTU products this Classification Society Acceptance comprises a test run according to
the test instructions issued by the TQA department and the rules of the classification
society concerned in the presence of a surveyor of the classification society or authorized
TQA personnel.
8.1.8 Test run control

Acceptance test will be run according to specifications issued by MTU, e.g. TQA test
instructions, witnessed by a surveyor or a third party. Confirmation is effected by signing
the acceptance test protocol.
Test run monitoring is not dependent on a completed type approval or Design
Approval/Design Appraisal.

Rev. 2.01
Marine Application
8.1.9 Factory Acceptance Test (FAT)

Acceptance test will be run according to specifications issued by MTU, e.g. TQA test
instructions, witnessed by personal of the TQA department.
8.2 Acceptance Test According to a Classification Society

(example: Germanischer Lloyd).
8.2.1 Main Diesel Engines for Direct Propeller Drive:

• 100 % power (rated power) at rated speed n0: 60 minutes
• 100 % power at n = 1.032 · n0: 45 minutes
• 90 %, 75 %, 50 % and 25 % power in accordance with the nominal propeller curve. In
each case the measurements shall not be carried out until the steady operating
condition has been achieved.
• Starting and reversing manoeuvres
• Test of governor and independent overspeed protection device
• Test of diesel engine shutdown devices
8.2.2 Main Diesel Engines for Indirect Propeller Drive

The test is to be performed at rated speed with a constant governor setting under
conditions of:
• 100 % power (rated power): 60 minutes
• 110 % power: 45 minutes
• 75 %, 50 % and 25 % power and idle run. In each case the measurements shall not be
carried out until the steady operating condition has been achieved.
• Start-up tests
8.2.3 Diesel Engines for Auxiliary and Electric Generator Drives

Tests shall to be performed in accordance with 8.2.2.
The manufacturer's test bed reports are acceptable for auxiliary driving diesel engines
rated at ≤ 100 kW.

Rev. 2.01
Marine Application
8.3 Example Documents
Figure 8.3.1: Test instruction, page 1

Rev. 2.01
Marine Application
Figure 8.3.2: Test instruction, page 2

Rev. 2.01
Marine Application
Figure 8.3.3: Diesel engine test log

Rev. 2.01
Marine Application
Figure 8.3.4:Gearbox inspections report, page 1

Rev. 2.01
Marine Application
Figure 8.3.5: Gearbox inspections report, page 2

Rev. 2.01
Marine Application

Rev. 2.01
Marine Application
Diesel Engine Control System Page 9-1
9 DIESEL ENGINE CONTROL SYSTEM

9.1 General
MTU diesel engines for marine applications are provided with an Electronic Control Unit
(ECU) matched to special marine requirements. The high functional efficiency and simple
system design with plug connectors and pre-fabricated system cables for diesel engine
installation make incorporation into ships an easy operation. This system ensures
optimised diesel engine functioning under all operating conditions. The Engine Control Unit
(ECU) guarantees economic diesel engine operation with low fuel consumption and
minimum exhaust emission over the complete load range.
The following units are mounted on the diesel engine:
• Engine Governing and Control Unit ECU
Engine governing and control unit ECU with integrated safety system, load profile
recorder and data modules (for diesel engine and plant specific parameter), for diesel
engine speed control in response to rated value setting with fuel injection and speed
limitation as a function of diesel engine status and operating conditions as well as MTU
sequential turbo charging. Set of sensors including on-engine cabling.
• Engine Monitoring Unit EMU - Separate Safety System

Engine Monitoring Unit EMU is used to cover the additional requirements and scope of
redundant measuring points specified for classified marine plants. In such cases, EMU
also represents the second, independent safety system, which protects the diesel
engine from states assumed to be a risk to continued operation.

Rev. 2.01
Marine Application
Page 9-2 Diesel Engine Control System
Figure 9.1.1: Configuration form standard monitoring and control

Rev. 2.01
Marine Application
Ship Automation System Page 10-1
10 SHIP AUTOMATION SYSTEM

10.1 Pre Configured Automation Systems
10.1.1 Standard Monitoring and Control for Diesel Engine Series 2000/4000
Complete monitoring and control, ready for installation and operation, for Non-Classified
and Classified automation and single- to four-engine plant with or without gearbox
consisting of:
• Monitoring and Control System for the propulsion plant within the Engine Room
(Local Operating Panel - LOP)
• Monitoring and Control System MCS-5 Type 1 for the propulsion plant within the
Control Stands
• Monitoring and Control System MCS-5 Type 1 for the shipboard equipment (auxiliary
systems in engine room and general ship area)
• Remote Control System RCS-5 for the propulsion plant (typically FPP) within the
Control Stands
• Auxiliary Control Systems (portable RCS)

Rev. 2.01
Marine Application
Page 10-2 Ship Automation System
Figure 10.1.1: Configuration form standard

Rev. 2.01
Marine Application
10.1.2 BlueLine Monitoring and Control for Diesel Engine Series 2000/4000
Complete monitoring and control, ready for installation and operation via plug and play
philosophy, for Non-Classified automation and twin-engine plant with or without gearbox
consisting of:
• Monitoring and Control System for the propulsion plant within the Engine Room
(Local Operating Panel - LOP)
• Monitoring and Control System MCS-5 for the propulsion plant within the Control
Stands
• Remote Control System RCS-5 for the propulsion plant (FPP) within the Control
Stands
• Auxiliary Control Systems (portable RCS)
In case of using BlueLine Avantgarde, ship area automation can also be integrated
within the BlueLine system. Therefore please ask MTU Electronics for assistance.
If you need a single or triple shaft propulsion system, please also ask MTU Electronics
for assistance.

Rev. 2.01
Marine Application
Figure 10.1.2: Configuration form Blue Line system package comfort

Rev. 2.01
Marine Application
10.1.3 Configuration documents for Monitoring and Control systems

Configuration documents for the design planning of the above mentioned ships automation
systems are available on the MTU Extranet. They can be found through the following path:
Sales Support/Electronics/Marine Application/Configuration Documents for

Automation Systems
Information on the documents:

For the BlueLine and Standard product lines, each one of the following documents is
available for sales support and project design assistance:
• Configuration Guide (product specification and configuration table for customer and
sales staff)
• Configuration Summary (configuration table for MTU sales staff with recommended
list prices)
• Configuration Forms (order forms for order-specific automation systems for sales
staff support).
See: IPAS Structure for Electronics Scope of Supply, Series 2000.
10.2 Project Specific Ship Automation Systems

For MCS-5 Typ2 Monitoring and Control System, Electric Power Management System
(EPMS) and RCS-5 applications with Controllable Pitch Propeller CPP, Waterjet or Voith
Schneider Propeller please ask MTU Electronics for assistance. These systems are also
available as standard applications. Furthermore MTU Electronics offers on request, after
technical clarification, RCS-5 versions for combined propulsion plants e.g. CODAD,
CODAG, CODOG etc., in combination with current propeller systems.

Rev. 2.01
Marine Application

Rev. 2.01
Marine Application
Maintenance Concept / Maintenance Schedule Page 11-1
11 MAINTENANCE CONCEPT / MAINTENANCE SCHEDULE

11.1 Reason for Information
MTU has revised the diesel engine maintenance concept. The former combination of
several maintenance tasks in maintenance echelons (W1 to W6) is now obsolete. It is
replaced by a concept of maximum service time periods for single components (items)
until their next scheduled maintenance is due. The preventive maintenance principle
remains effective with the new maintenance concept.
The Maintenance Schedules for all MTU diesel engine series and applications, with effect
from Sales Program 2003, will be converted to the new concept this year.
The current maintenance schedules may continue to be used for diesel engines already in
service, they will not, however, be subject to any up-dating or amendment procedures.
11.2 Advantages of the Maintenance Concept:
Technical:
• Individual maintenance tasks per operating period interval resulting in reduced down
time per maintenance operation.
• Utilisation of the maximum service life of the single components.
• Reduced life cycle costs.
Data Processing:
• Central administration of the individual tasks in a data bank.
• Common designation of identical maintenance tasks irrespective of diesel engine
series.
• Efficient translation and availability in 5 languages.
11.3 Maintenance Schedule:
The maintenance schedule is divided into three sections.
11.3.1 Cover Sheet

The cover sheet provides the following information:
• Diesel engine series/production model, application group, load profile.
• Order No. (only with order-specific maintenance schedules).
• Maintenance schedule and version numbers.
• General information with respect to the maintenance concept.
• Cross-reference to other applicable documentation (Fluids and Lubricants
Specification).
• Maintenance tasks that are not included in the maintenance schedule matrix as their
maintenance intervals are strictly related to the individual operating conditions (fuel
prefilter, battery).

Rev. 2.01
Marine Application
Page 11-2 Maintenance Concept / Maintenance Schedule
11.3.2 Maintenance Schedule Matrix

The maintenance schedule matrix provides an overview of the minimum scope of
maintenance tasks.
Extended component maintenance

Battery charging generator
Component maintenance
Combustion chambers
Crankcase breather
Centrifugal oil filter
Engine Operation
Engine oil filters
Cylinder heads
Turbochargers
Fuel injectors
HP fuel pump
Air ducting
Valve gear
Engine oil
Fuel filter
Air filter
Maintenance Level W1 W2 W2 W2 W2 W3 W3 W3 W4 W4 W4 W4 W5 W5 W5 W5 W6
Time limit, years - 2 - - 2 - 3 - 18
Operating hours
Daily X
500 X X X
1000 X X X X X X
1500 X X X
2000 X X X X X X
2500 X X X
3000 X X X X X X X
3500 X X X
4000 X X X X X X
4500 X X X
5000 X X X X X X X
5500 X X X
6000 X X X X X X X X X
6500 X X X
7000 X X X X X X
7500 X X X
8000 X X X X X X
8500 X X X
9000 X X X X X X X
9500 X X X
10000 X X X X X X X
10500 X X X
11000 X X X X X X
11500 X X X
12000 X X X X X X X X X X X
12500 X X X
13000 X X X X X X

Rev. 2.01
Marine Application

Combustion chambers
Crankcase breather
Engine Operation
Engine oil filters
Cylinder heads
Turbochargers
Fuel injectors
HP fuel pump
Air ducting
Valve gear
Engine oil
Fuel filter
Air filter
Time limit, years - 2 - - 2 - 3 - 18
Operating hours
13500 X X X
14000 X X X X X X
14500 X X X
15000 X X X X X X X X X X
15500 X X X
16000 X X X X X X
16500 X X X
17000 X X X X X X
17500 X X X
18000 X X X X X X X X X
18500 X X X
19000 X X X X X X
19500 X X X
20000 X X X X X X X
20500 X X X
21000 X X X X X X X
21500 X X X
22000 X X X X X X
22500 X X X
23000 X X X X X X
23500 X X X
24000 X X X X X X X X X X X
24500 X X X
25000 X X X X X X X
25500 X X X
26000 X X X X X X
26500 X X X
27000 X X X X X X X
27500 X X X
28000 X X X X X X
28500 X X X
29000 X X X X X X

Rev. 2.01
Marine Application

Combustion chambers
Crankcase breather
Engine Operation
Engine oil filters
Cylinder heads
Turbochargers
Fuel injectors
HP fuel pump
Air ducting
Valve gear
Engine oil
Fuel filter
Air filter
Time limit, years - 2 - - 2 - 3 - 18
Operating hours
29500 X X X
30000 X X X X X X X X X X X X X
Figure 11.3.1: Example maintenance schedule

Rev. 2.01
Marine Application
• The matrix headings contain the individual maintenance items. The item content is
described in the task list (see below).
• In comparison with the previous maintenance concept, the “Maintenance Levels”
listed in the 2nd line have a new meaning. They indicate the qualifications (scope of
training) required for the maintenance personnel and the scope of tools required;
these are combined in tool kits.
• In addition to the operating hour limits, some maintenance tasks are subject to a
time restriction, “Time limit in years”. This is indicated in the 3rd line. As a matter of
principle the limit value (operating hours or years) that first becomes effective is to
be used.
• The 1st column of the matrix indicates the “operating hours” at which a maintenance
operation is to be executed. An “x“ in the appropriate line indicates the associated
tasks. The maintenance schedule matrix normally ends with the “Extended
component maintenance”. Thereafter, the maintenance tasks are to be continued
within the related intervals.
If required (on request) a maintenance schedule with an extended matrix can be
provided.

Rev. 2.01
Marine Application
11.3.3 Task List

The task list describes the maintenance tasks listed as positions in the matrix.
Maint. Interval
Level hours/years
Item Maintenance tasks
W1 -/- Engine operation Check engine oil level. Check the general condition of the
engine and ensure that there are no leaks (visual inspection).
Check intercooler drain lines. Check service indicator of air
filter. Check the inspection bores of the HP fuel pump. Check
relief bores of water pump(s). Check for abnormal running
noises, exhaust gas colour and vibration. Drain off water and
contamination at drain cock of fuel prefilter (if fitted). Check
service indicator of fuel prefilter (if fitted).
W2 -/2 Engine oil filters Fit new engine oil filters when changing engine oil or before
expiry of time limit (given in years).
W2 500/- Air ducting Inspect air ducting between air filters and turbochargers for
leaks and damage
W2 500/- Engine oil Take sample of used oil and analyze.
W2 500/ - Centrifugal oil Centrifugal oil filter (if fitted): Check thickness of oil residue
filter layer, clean and fit new sleeve.
W3 1000/- Crankcase Crankcase breathers, 8V only: Fit new filters.
breathers
W3 1000/2 Fuel filter Fit new fuel filter or new fuel filter insert.
W3 1000/- Valve gear Check valve clearance.
W4 3000/3 Air filters Fit new air filters.
W4 5000/- Battery charging Battery-charging generator: Check condition of coupling.
generator
W4 6000/- Fuel injectors Fit new fuel injectors.
W4 6000/- Combustion Inspect cylinder chambers using endoscope.
chambers
W5 12000/- Cylinder heads Overhaul cylinder heads. Visually inspect piston crowns and
wear pattern cylinder liner running surfaces.
W5 12000/- HP fuel pump HP fuel pump: Fit new control block.
W5 15000/- Turbochargers Overhaul turbochargers.

Rev. 2.01
Marine Application
Maint. Interval
Level hours/years
Item Maintenance tasks
W5 15000/- Component Before starting maintenance work, carry out test run and record
maintenance operating parameters. Then drain coolant and flush cooling
systems.
Inspect rocker arms, valve bridges, swing followers and swing
follower bearings for wear.
Check vibration damper.
Clean air ducting.
Clean intercoolers and inspect for leakage.
12V/16V only: Fit new filters for crankcase breathers.
Fit new high-pressure sensor in fuel system.
Overhaul engine coolant pump(s) and raw-water pump.
Overhaul bilge pump (if installed).
Clean engine coolant cooler and inspect for leakage if possible.
Clean engine oil cooler and inspect for leakage.
Inspect centrifugal oil filter (if installed) for wear.
Disassemble Küsel coupling (if installed), check parts, fit new
friction rings and disks.
Check adjustment at central buffer of engine mounts.
Check operation of diverter valves (if installed).
Overhaul starter.
W6 30000/18 Extended Disassemble engine completely.

component Inspect engine components as per Maintenance Manual
maintenance instructions and repair or replace if required.
Replace all existing elastomeric parts and seals with new ones
Fit new piston rings
Fit new conrod bearings
Fit new crankshaft bearings
Fit new cylinder liners
Fit new oil separator for crankcase breather system
Fit new antifriction bearings for auxiliary PTO
Fit new fuel delivery pump
Fit new HP fuel pump
Fit new actuating cylinders for air flow control flaps
Fit new actuating cylinders for exhaust flow control flaps
Fit new exhaust flow control flap bearings
Overhaul battery-charging generator
Fit new pressure-relief valve in common rail.
Figure 11.3.2: Example task list

Rev. 2.01
Marine Application
• The “Maintenance level” serves only as an orientation for the qualifications required
for the maintenance personnel and the tool kits required.
• The “Interval” defines the maximum permissible operational period between the
individual maintenance tasks for each component/item in operating hours/years
referenced to the specified load profile (see cover sheet). The time intervals are
based on the average results of operational experience and, therefore, are guideline
values only. In the case of arduous operating conditions, modifications may be
necessary.
• The “Item” matches the data given in the headings of the maintenance schedule
matrix.
• The “Maintenance tasks” column lists the individual maintenance tasks per item.
Detailed task descriptions are contained in the engine-related Operation Manual.
Note: Change intervals for fluids and lubricants are no longer included in the
maintenance schedule. These are defined in the MTU Fluids and Lubricants
Specification A001061/...
Reason:
• The oil service life is influenced by the quality of the oil, oil filtration, operational
conditions and the fuel used. In individual applications, oil service life may be
optimized by regular laboratory analyses.
• The coolant service life depends on the type of coolant additive(s) used.
With the maintenance schedule concept it is still possible for tasks to be combined in
individual blocks in accordance with the customer's wishes. It is, however, mandatory to
ensure that the maximum permissible maintenance intervals for each position are not
exceeded. Reduction of the intervals is, as a matter of principle, possible. However, this
can have a negative effect on overall maintenance costs.

Rev. 2.01
Marine Application
Assembling Instructions (Transport, Storage, Starting) Page 12-1
12 ASSEMBLING INSTRUCTIONS (TRANSPORT, STORAGE, STARTING)

12.1 Transportation
The transportation of the diesel engines prescribed by MTU is to be noted from the
Technical Publications, diesel engines 2000/4000, Operating Instructions (e. g.
M015412/”Revision No.”, for series 4000).
Figure 12.1.1: Lifting rig
12.2 Storage and Starting

The storage and starting of the diesel engines prescribed by MTU is to be noted from:
• Marine Propulsion Plants
Installation Check
Start-up and Acceptance Trials Report, M001168/”Revision No.”
• Fluids and Lubricants Specification, A001061/”Revision No.”

Rev. 2.01
Marine Application
Page 12-2 Assembling Instructions (Transport, Storage, Starting)

Rev. 2.01
Marine Application
Installation Description Page 13-1
13 INSTALLATION DESCRIPTION
The installation description of the diesel engines prescribed by MTU is to be noted from:
• Marine Propulsion Plants
Installation Check
Start-up and Acceptance Trials Report
Series 2000, 396, 4000, 595, 956/1163
Pilot Installation Description (PID)
M001168/”Revision No.”

Rev. 2.01
Marine Application
Page 13-2 Installation Description

Rev. 2.01
Marine Application
Appendix

Rev. 2.01
Marine Application

Rev. 2.01
Marine Application
Illustration References Page 1
A ILLUSTRATION REFERENCES
The illustrations herein not from MTU are presented with kind permission of the companies
listed below.
Rolls-Royce AB
Schottel GmbH & Co. KG
Voith Schiffstechnik GmbH & Co. KG
Wärtsilä Propulsion Netherlands B.V.
ZF Marine GmbH

Rev. 2.01
Marine Application
Page 2 Illustration References

Rev. 2.01
Marine Application
Conversion Table Page 3
B CONVERSION TABLE
Convert from Convert from

English Units Metric Units English to Metric Metric to English
Multiply by Multiply by
Length
mil m 2.540 000•10-5 3.937 008•104
inch m 2.540 000•10-2 3.937 008•101
foot m 3.048 000•10-1 3.280 840
mile (int.) km 1.609 344 6.213 712•10-1
sea mile (sm) km 1.852 000 5.399 568•10-1
GB naut. mile km 1.853 184 5.396 118•10-1
Area
inch2 (sq. inch) m2 6.451 600•10-4 1.550 003•103
feet2 (sq. feet) m2 9.290 304•10-2 1.076 391•101
Volume
inch3 (cu. inch) m3 1.638 706•10-5 6.102 376•104
feet3 (cu. feet) m3 2.831 685•10-2 3.531 466•101
US gallon dm3 , litre 3.785 412 2.641 720•10-1
GB gallon dm3 , litre 4.546 092 2.199 692•10-1
US barrel m3 1.589 873•10-1 6.289 811
Mass
gr (grain) kg 6.479 891•10-5 1.543 236•104
oz (once) kg 2.834 952•10-2 3.527 397•101
lb (pound) kg 0.453 592 2.204 624
short ton kg 0.907 185•103 1.102 311•10-3
Force
lbf (pound force) N 4.448 222 2.248 089•10-1
ozf (once force) N 2.780 139•10-1 3.596 942
Pressure
lbf/inch2 (psi) Pa 6.894 757•103 1.450 377•10-4
lbf/inch2 (psi) bar 6.894 757•10-2 1.450 377•101
inch Hg (32°F) Pa 3.386 380•103 2.953 006•10-4
inch H2O (39.2°F) Pa 2.490 820•102 4.014 742•10-3
Energy
BTU kJ 1.055 056 9.478 170•10-1
ft lbf J, Nm 1.355 818 7.375 624•10-1
Power
hp kW 0.745 699 1.341 024
BTU/h kW 2.930 711•10-4 3.412 141•103
Fuel consumption
lb/(hp h) g/kWh 0.608 277•103 1.643 988•10-3
US gal/(hp h) dm3/kWh, litre/kWh 5.076 320 1.969 931•10-1
Speed
kn m/s 0.514 444 1.943 846
ft/min m/s 5.080 000•10-3 1.968 504•102

Rev. 2.01
Marine Application
Page 4 Conversion Table
Convert from Convert from

English Units Metric Units English to Metric Metric to English
Multiply by Multiply by
Flow
ft3/min (cu ft/min) dm3/s , litre/s 0.471 947 2.118 882
Inertia
lb ft2 kg m2 4.214 011•10-2 2.373 036•101
lb inch2 kg m2 2.926 397•10-4 3.417 171•103
Units:
Energy: 1 J = 1 Ws = 1 VAs = 1 Nm
Power: 1 W = 1 VA = 1 Nm/s = J/s
Force: 1 N = 1 kgm/s²
Pressure: 1 Pa = 1 N/m²
1 bar = 1000 mbar = 1000 hPa = 10⁵ Pa
1 mbar = 100 Pa
Speed: 1 kn = 1 sm/h or 1852m/3600s = 0.5144 m/s
1 km/h = 3.6 m/s
Rotation: 1 rpm = 1/min = 1/60s
Volume: 1 dm³ = 1 litre
1 m³ = 1000 litre
Prefix:
Prefix Symbol Multiplier

mega M 106
kilo k 103
hecto h 102
deca da 101
deci d 10-1
centi c 10-2
milli m 10-3
micro µ 10-6

Rev. 2.01
Marine Application
Miscellaneous
π = 3.141 593
e = 2.748 281
g = 9.806 650 m/s2
Fuel (for calculation only)

Density = 0.830 kg/dm³
Lower Cal. Value = 42800 kJ/kg
1 inch = 1000 mil 1 lb = 7000 gr

1 foot = 12 inch 1 lb = 16 oz
1 yard = 3 feet 1 short ton = 2000 lb
1 land mile = 5280 feet 1 kn = 1 sea mile/h

1 GB naut. mile = 6080 feet 1 sm = 1 nautical mile
1 sm (sea mile) = 1/60 meridian
1 US Barrel = 42 US Gallon
1 mm Hg = 1.333 220 mbar 1 at = 10 m H 2O

1 mm H2O = 0.980 665 mbar 1 at = 98066.5 Pa
1 mm H2O = 9.806 650 Pa
10 m H2O = 0.980 665 bar Definition:
1 atm = 101325 Pa
1 DIN PS = 0.735 499 kW

1 kW = 1.359 619 DIN PS

Rev. 2.01
Marine Application
Temperature:
T= Temperature related to absolute zero

Kelvin =K
Rankine =R
t= Temperature related to the specific ice point
Celsius = °C
Fahrenheit = °F
Temperature in Celsius (°C) Temperature in Kelvin (K)

tC = TK - 273.15 TK = tC + 273.15
tC = 5/9 ⋅ (tF – 32) TK = 5/9 ⋅ tF + 255.37
tC = 5/9 ⋅ (TR – 491.67) TK = 5/9 ⋅ TR
Temperature in Fahrenheit (°F) Temperature in Rankine (R)

tF = 9/5 ⋅ tC + 32 TR = 9/5 ⋅ tC + 491.67
tF = TR – 459.67 TR = tF + 459.67
tF = 9/5 ⋅ (TK – 255.37) TR = 9/5 ⋅ TK

Rev. 2.01
Marine Application
Useful Equations:
Mean effective pressure (MEP) only 4 stroke diesel engines:
Pcylinder ⋅ 1200
pE = (bar)
n ⋅ Vcylinder
pE = mean effective pressure in bar

Pcylinder = power per cylinder in kW
V = swept volume per cylinder in dm³
Torque:
PB ⋅ 30000
M= (Nm)
n⋅π
M = diesel engine torque in Nm

or
PB
M= ⋅ 9550 (Nm)
n
M = diesel engine torque in Nm


Rev. 2.01
Marine Application

Rev. 2.01
Marine Application
Glossary Page 9
C GLOSSARY
Classification Society
IACS International Association of Classification Societies
ABS American Bureau of Shipping (American classification society)

BV Bureau Veritas (French classification society)
CCS China Classifikation Society (Chinese classification society)
DNV Det Norske Veritas (Norwegian classification society)
GL Germanischer Lloyd (German classification society)
KR Korean Register of Shipping (Korean classification society)
LR Lloyds Register of Shipping (British classification society)
NK Nippon Kaiji Kyokai (Japan classification society)
RINA Registro Italiano Navale (Italian classification society)
RS Russian Maritime Register of Shipping
(Russian classification society)

Rev. 2.01
Marine Application
Page 10 Glossary
National / International Organisation, Convention
ASTM American Society for Testing and Materials

BV Bauvorschrift => Construction specification for ships of the German Navy
(German Navy Specification issued by the BWB)
BWB Bundesamt für Wehrtechnik und Beschaffung
(German Federal Office of Defence Technology and Procurement)
DIN Deutsches Institut für Normung e.V.
(German National Standard Institut)
DIN EN European Standard in German translation
EN Europäische Norm
(European Standard)
EPA Environmental Protection Agency
IEC International Electrotechnical Commission
IEE Institute of Electrical Engineers
ISO International Organization for Standardization
IMO International Maritime Organisation
ITTC International Towing Tank Conference
MARPOL International Convention for the Prevention of Pollution of Ships
(1973, modified 1978) Protocol referred as MARPOL 73/78
ISM International Safety Management
SAE Society of Automotive Engineers
STANAG NATO Standardization Agreements
STANAG 1008
Characteristics of Shipboard Electric Power Systems in Warships of the North
Atlantic Treaty Navies
STANAG 4142
Shock Resistance Analysis of Equipment for Surface Ships
SOLAS International Convention for Safety of Life at Sea
VG Verteidigungsgeräte Norm => Defence Equipment Standard
(German Military Standard)

Rev. 2.01
Marine Application
Glossary Page 11
AC alternating current HAT harbour acceptance test

APU auxiliary power unit HC hydrocarbon
ASW anti submarine warfare HFO heavy fuel oil
HSC high speed craft
bhp brake horsepower HVAC heating ventilation air
BS British Standard condition
BTU British thermal unit hp horse power
CO² carbon dioxide ICFN ISO standard fuel-stop power

CODAD combined diesel and diesel (I=ISO, C=continuous, F=fuel
CODAG combined diesel and gas stop, N=net brake)
turbine ICFX ISO standard power
CODOG combined diesel or gas exceedable by 10 %
turbine (I=ISO, C=continuous,
CPP controllable pitch propeller X=exceedable, N=net brake)
cw clockwise IP International protection
ccw counter clockwise IPAS Informations- und Projektab-
wicklungs-System
dB decibel (deci Bel) (Tender and project
DC direct current processing system, MTU
DHP delivered horsepower internal)
DGU diesel generator unit
DMA diesel marine fuel grade A kVA kilo Volt Ampere
kW kilo Watt
ECS engine control system
ECU engine control unit LAN local area network
EHP effective horsepower LCV lower caloric value = LHV
EMC electromagnetic compatibility LHV lower heating value = LCV
EMU engine monitoring unit LOP local operating panel
EPMS electrical power management
system MCS monitoring and control
system
FAT factory acceptance test MCR maximum continuous rating
FMEA failure mode and MGO marine gas oil
effectiveness analysis
FPP fixed pitch propeller NCR normal continuous rating
NOx nitrogen oxide
GCU gearbox control unit
GG gas generator OD oil distribution
GT gas turbine (box for CPP)
gpm gallons per minute

Rev. 2.01
Marine Application
Page 12 Glossary
ppm parts per million

PM power management
PTI power take in
PTO power take off
RCS remote control system

RoRo Roll-on Roll-off
System of loading and
discharging a vessel whereby
the cargo is driven on and off
by means of a ramp
rpm revolutions per minute
SAT sea acceptance test

SFC specific fuel consumption
SHP shaft horsepower
TBO time between (major)

overhauls
TQA Quality Assurance
Department (MTU internal)
TVC torsional vibration
components (model)
UMBL umblasen, method of

optimizing the turbocharging
VAC ventilation, air conditioning

VSP Voith Schneider Propeller
WJ waterjet
Wx MTU maintenance level
(x = 1 to 6)

Rev. 2.01
MTU Friedrichshafen GmbH
88040 Friedrichshafen
Germany
Phone +49 75 41 90 32 22
Fax +49 75 41 90 39 45
marine@mtu-online.com
www.mtu-online.com
Detroit Diesel Corporation

13400 Outer Drive, West
SIM 07 423 (52 1 E) 1/04
Detroit, Michigan 48239-4001

USA
Phone +1 313 592 52 61
Fax +1 313 592 51 37
marine@detroitdiesel.com
www.detroitdiesel.com

Technical Project Guide-General V2.01

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Technical Project Guide

MTU Friedrichshafen and Detroit Diesel Corporation, two DaimlerChrysler Group

The Technical Project Guide is a source of generally applicable information and

Non-standard design requirements as maybe specified by the operator or by classification

TPG-General.doc 04.2004 © MTU

The Technical Project Guide is available in two versions:

Well-experienced MTU project engineers with the support of a well-known marine

TPG-General.doc 04.2004 © MTU