Titelseite Marine 48-60B.fmProject Guidefor Marine PlantsDiesel Engine 48/60B Status: 06.2007MAN Diesel SEStadtbachstrasse 186224 AugsburgGermanyPhone: +49-821-322-0Telefax: +49-821-322-3382e-mail: marineengines-de@mandiesel.comlnternet: www.mandiesel.comTitelseite Marine 48-60B.fmOurProjectGuidesprovidecustomersandconsultantswithinformationanddataforplanningplants incorporating four-stroke engines from the current MAN Diesel programme. On account ofthe modifications associated with upgrading, the contents of the specific edition will remain valid fora limit of time only.For concrete projects you will receive the latest editions in each case with our quotation specifica-tion or with the documents for order processing.You can also find the latest updates on our homepage www.mandiesel.com under"Products - Marine Power - Medium speed - Project Guides / Technical Documentation." MAN Diesel SEReproduction permitted provided source is given.ContentContent - 1 48/60BMarine_48-60B_externlvZ.fmTable of contentTable of content......................................................................11 Basic information ............................................................... 1 - 11.1 Marine plants by MAN Diesel...............................................................................1 - 31.1.1 Four stroke Diesel engine programme for marine applications..........................1 - 31.1.2 Typical marine plants and engine arrangements................................................1 - 42 Diesel engine and operation............................................... 2 - 12.1 Diesel engines - general rules..............................................................................2 - 32.1.1 General data .......................................................................................................2 - 32.1.1.1 Available outputs.............................................................................. 2 - 32.1.1.2 De-rating for marine engines............................................................ 2 - 52.1.1.3 Load reduction................................................................................. 2 - 72.1.1.4 Part-load operation........................................................................... 2 - 92.1.1.5 Programme for works test of four-stroke marine engines.............. 2 - 112.1.1.6 Speed control................................................................................. 2 - 132.1.1.7 Condensate amount....................................................................... 2 - 152.1.1.8 Earthing measures on Diesel engines and bearing insulation on generators2 - 172.1.1.9 Torsional vibrations ......................................................................... 2 - 192.1.2 Propeller operation ...........................................................................................2 - 232.1.2.1 Controllable-pitch propeller; operating range................................ 2 - 232.1.2.2 General requirements for propeller pitch control ............................ 2 - 252.1.2.3 Fixed-pitch propeller ....................................................................... 2 - 292.1.2.4 Engine running-in ............................................................................ 2 - 312.1.2.5 Acceleration times.......................................................................... 2 - 352.1.3 Diesel electric operation ...................................................................................2 - 392.1.3.1 Load application for shipboard- and isolated electrical systems... 2 - 392.1.3.2 Available outputs dependent on frequency deviations.................. 2 - 412.1.3.3 Engine running-in......................................................................... 2 - 432.1.3.4 Starting conditions for Diesel-electric marine plants ...................... 2 - 472.1.3.5 Diesel-electric operation of vessels - failure of one engine............ 2 - 512.1.3.6 Generator - reverse power protection............................................ 2 - 532.2Engine characteristic data ................................................................................2 - 552.2.1 Engine design ...................................................................................................2 - 552.2.1.1 Engine cross section ....................................................................... 2 - 552.2.1.2 Engine designations - Design parameters ...................................... 2 - 572.2.2 Dimensions, weights and views .......................................................................2 - 59Content48/60BContent - 2Marine_48-60B_externlvZ.fm2.2.3 Outputs, speeds ...............................................................................................2 - 612.2.3.1 Engine ratings................................................................................. 2 - 612.2.3.2 Speeds/Main data.......................................................................... 2 - 612.2.4 Fuel oil consumption; lube oil consumption.....................................................2 - 632.2.4.1 Fuel oil consumption ....................................................................... 2 - 632.2.4.2 Lube oil consumption..................................................................... 2 - 642.2.5 Planning data....................................................................................................2 - 652.2.5.1 Nominal values for cooler specification - L 48/60B ........................ 2 - 652.2.5.2 Temperature basis, nominal air and exhaust gas data - L 48/60B . 2 - 662.2.5.3 Nominal values for cooler specification - v 48/60B ........................ 2 - 672.2.5.4 Temperature basis, nominal air and exhaust gas data - v 48/60B . 2 - 682.2.5.5 Load specific values at tropical conditions - engine 48/60B .......... 2 - 692.2.5.6 Load specific values at lSO-conditions - engine 48/60B............... 2 - 702.2.5.7 Filling volumes and flow resistances ............................................. 2 - 712.2.5.8 Permissible operating pressure.................................................... 2 - 722.2.6 Emissions..........................................................................................................2 - 732.2.6.1 Composition of exhaust gas of medium speed four-stroke Diesel engines2 - 732.2.6.2 Exhaust gas emission..................................................................... 2 - 752.2.6.3 Engine noise / intake noise / exhaust gas noise ............................. 2 - 772.2.7 Requirement for power drive connection (staticj..............................................2 - 832.2.8 Requirements for power drive connection (dynamicj .......................................2 - 852.2.8.1 Moments of inertia, flywheels......................................................... 2 - 852.2.8.2 Balancing of masses ....................................................................... 2 - 872.2.8.3 Static torque fluctuation................................................................. 2 - 892.2.9 Power transmission ..........................................................................................2 - 932.2.9.1 Flywheel arrangement ..................................................................... 2 - 932.2.10 Arrangement of attached pumps......................................................................2 - 972.2.11 Foundation .......................................................................................................2 - 992.2.11.1 General requirements for engine foundation.................................. 2 - 992.2.11.2 Rigid seating................................................................................. 2 - 1012.2.11.3 Chocking with synthetic resin ....................................................... 2 - 1092.2.11.4 Resilientseating - general informations...................................... 2 - 1152.2.11.5 Recommended configuration of foundation................................. 2 - 1172.2.11.6 lnstallation of flexible pipe connections for resiliently mounted engines2 - 1252.3 Engine automation...........................................................................................2 - 1292.3.1 System overview.............................................................................................2 - 1292.3.2 Supply and distribution...................................................................................2 - 1312.3.3 SaCoS...........................................................................................................2 - 1332.3.4 Temperature control......................................................................................2 - 1372.3.5 lnterfaces.....................................................................................................2 - 1392.3.6 Technical data...............................................................................................2 - 1412.3.7 lnstallation requirements...............................................................................2 - 1432.3.8 Standard list of engine-located measuring and control devices....................2 - 1452.3.9 OvERRlDE function.......................................................................................2 - 155ContentContent - 3 48/60BMarine_48-60B_externlvZ.fm3 Quality requirements of operating supplies ....................... 3 - 13.1 Quality requirements for lube oil (Otto-gas and dual-fuel operationj ..................3 - 33.2 Quality of lube oil for operation on gas oil and Diesel oil (MGO/MDOj................3 - 53.3 Quality of lube oil for heavy fuel oil operation (HFOj............................................3 - 93.4 Quality of engine cooling water .........................................................................3 - 133.5 Checking cooling water .....................................................................................3 - 213.6 Cleaning cooling water ......................................................................................3 - 253.7 Quality of Marine Diesel Fuel (MDOj ..................................................................3 - 293.8 Quality of gas oil/Diesel fuel(MGOj ..................................................................3 - 313.9 Quality of Heavy Fuel Oil (HFOj .........................................................................3 - 333.10 Quality of intake air (combustion airj .................................................................3 - 433.11 viscosity-Temperature (vTj diagram of fuel oil ..................................................3 - 453.12 Quality of water used in exhaust gas boiler plants ............................................3 - 474 Diesel electric set ............................................................... 4 - 14.1 Arrangement of Diesel-electric propulsion plants................................................4 - 35 Propulsion train .................................................................. 5 - 15.1 Propulsion packages ...........................................................................................5 - 35.1.1 General ...............................................................................................................5 - 35.1.2 Dimensions .........................................................................................................5 - 45.1.3 Propeller layout data...........................................................................................5 - 95.1.4 Propeller clearance...........................................................................................5 - 116 Engine related service systems.......................................... 6 - 16.1 Basic principles for pipe selection.......................................................................6 - 36.1.1 Pipe dimensioning ..............................................................................................6 - 36.2 Lube oil system....................................................................................................6 - 56.2.1 Lube oil system description................................................................................6 - 56.2.2 Prelubrication / postlubrication ........................................................................6 - 216.2.3 Lube oil outlets - general ..................................................................................6 - 236.2.4 Lube oil service tank.........................................................................................6 - 27Content48/60BContent - 4Marine_48-60B_externlvZ.fm6.2.5 Pressure control valve ......................................................................................6 - 296.2.6 Crankcase vent and tank vent ..........................................................................6 - 316.3 Water systems ...................................................................................................6 - 336.3.1 Cooling water system.......................................................................................6 - 336.3.2 Cooling water diagrams....................................................................................6 - 416.3.3 Nozzle cooling system......................................................................................6 - 476.3.4 Nozzle cooling water module ...........................................................................6 - 496.3.5 Cleaning systems .............................................................................................6 - 516.3.5.1 Cleaning charge air cooler air side; 40/54, 48/60B, 58/64............. 6 - 536.3.5.2 Option Ultrasonic cleaning............................................................. 6 - 556.3.5.3 Turbine washing device, HFO-operation........................................ 6 - 596.4 Fuel oil system...................................................................................................6 - 616.4.1 Marine Diesel Oil (MDOj treatment system.....................................................6 - 616.4.2 MDO supply system for Diesel engines............................................................6 - 636.4.3 Heavy Fuel Oil (HFOj treatment system ...........................................................6 - 656.4.4 Heavy Fuel Oil (HFOj supply system................................................................6 - 696.4.5 Heavy Fuel Oil (HFOj supply system - twin engine plant .................................6 - 796.5 Compressed air system.....................................................................................6 - 836.5.1 Starting air system............................................................................................6 - 836.5.2 Starting air vessels, compressors ....................................................................6 - 876.5.3 Jet Assist ..........................................................................................................6 - 916.6 Combustion air...................................................................................................6 - 936.7 Exhaust gas system...........................................................................................6 - 956.7.1 General informations ........................................................................................6 - 956.7.2 Components and assemblies...........................................................................6 - 977 Auxiliary modules and system components....................... 7 - 17.1 Auxiliary modules.................................................................................................7 - 37.1.1 Nozzle cooling water module .............................................................................7 - 37.1.2 Preheating modul ...............................................................................................7 - 47.2 System components............................................................................................7 - 57.2.1 Lube oil automatic filter.....................................................................................7 - 57.2.2 Lube oil double filter ...........................................................................................7 - 6ContentContent - 5 48/60BMarine_48-60B_externlvZ.fm8 Plant service systems......................................................... 8 - 18.1 Engine room ventilation .......................................................................................8 - 39 Engine room planning ........................................................ 9 - 19.1 lnstallation and arrangement ...............................................................................9 - 39.1.1 General details....................................................................................................9 - 39.1.2 lnstallation drawings...........................................................................................9 - 59.1.3 Removal dimensions of piston and cylinder liner .............................................9 - 139.1.4 Comparison of engine arrangements ...............................................................9 - 179.1.5 3D engine viewer - a support program to configure the engine room9 - 199.1.6 Lifting appliance ...............................................................................................9 - 239.1.7 Major spare parts..............................................................................................9 - 279.1.8 Example: propulsion system arrangement .......................................................9 - 319.2 Exhaust gas ducting ..........................................................................................9 - 339.2.1 Example: ducting arrangement ........................................................................9 - 339.2.2 Position of the outlet casing of the turbocharger .............................................9 - 35lndex......................................................................................... lContent48/60BContent - 6Marine_48-60B_externlvZ.fm Page 1 - 1Kapiteltitel 1 M.fm1 Basic information Page 1 - 2Kapiteltitel 1 M.fmBasic informationFour stroke Diesel engine programme for marine applicationsStatus 08/2006 48/60B Page 1 - 30101-0201MD.fm1.1 Marine plants by MAN Diesel1.1.1 Four stroke Diesel engine programme for marine applicationsFigure 1-1 MAN Diesel engine programmeBasic informationTypical marine plants and engine arrangements Page 1 - 4 48/60B Status 08/20060101-0201MD.fm1.1.2 Typical marine plants and engine arrangementsFigure 1-2 Multi purpose vessel: propelled by 1 x 6L 48/60, output 5,400 kW at 450 rpm Figure 1-3 Container vessel: propelled by 1 x 7L 48/60 kW, output 7,350 kW at 500 rpmBasic informationTypical marine plants and engine arrangementsStatus 08/2006 48/60B Page 1 - 50101-0201MD.fmFigure 1-4 Engine room arrangement: multi purpose and container ships Basic informationTypical marine plants and engine arrangements Page 1 - 6 48/60B Status 08/20060101-0201MD.fm

Figure 1-5 Special carrier: propelled by 2 x 9L 48/60, total output 18,900 kWBasic informationTypical marine plants and engine arrangementsStatus 08/2006 48/60B Page 1 - 70101-0201MD.fm

Figure 1-6 FerriesBasic informationTypical marine plants and engine arrangements Page 1 - 8 48/60B Status 08/20060101-0201MD.fm Figure 1-7 Cruising vessel: Diesel-electric propulsion plant with 4 x 14v 48/60, total output 58.8 MWBasic informationTypical marine plants and engine arrangementsStatus 08/2006 48/60B Page 1 - 90101-0201MD.fm Figure 1-8 Dredger: propelled by 2 x 7L 48/60, total output 11.6 MWBasic informationTypical marine plants and engine arrangements Page 1 - 10 48/60B Status 08/20060101-0201MD.fm Page 2 - 1Kapiteltitel 2 M.fm2 Diesel engine and operation Page 2 - 2Kapiteltitel 2 M.fmDiesel engine and operation2.1.1 General data Status 03/2007Page 2 - 30201-0101MA.fm2.1 Diesel engines - general rules2.1.1 General data2.1.1.1 Available outputsTable 2-1 Available outputs / related reference conditions1jBlocking of the output for engines, driving a generator, at 110% of the rated output. Overload >100% may only be runfor a short time to compensate for a frequency drop when a load is applied2j Special turbocharger matching required - additional fuel consumption necessarytr Air temperature at blower intaketcrCooling water temperature before charge air coolerpr Barometric pressureAvailable outputs/related reference conditions Nominal outputaccording to Project Guide Fuel stop power Speed reductionat maximum torque Tropic conditions(tr/tcr/pr=100kPaj Other conditions% % % C -Electricity generationAuxiliary engines in ships 100 110 - 45/38 1jMarine main engines (with mechanical or Diesel electric drivejMain drive with fixed-pitch propeller for engines 40/54, 48/60B, 58/64 90 90 10 45/38 2jMain drive with fixed-pitch propeller for engine 32/40 96 96 10 45/38 2jMain drive with fixed-pitch propeller for engine 32/44CR 100 100 10 45/38 2jMain drive with controllable pitch propeller 100 100-45/38 -Main drive generator 100 110 45/38 1jSuction dredger/pumps (mechanical drivej6L - 9L, 12v, 14v, 16v, 18v 32/40 90 90 30 45/38 2j6L - 10L, 12v, 14v, 16v, 18v 32/44CR 90 90 30 45/38 2j20v 32/44CR 90 90 23 45/38 2j40/54, 48/60B, 58/64 90 90 30 45/38 2jDiesel engine and operation2.1.1 General data Page 2 - 4 Status 03/20070201-0101MA.fmDiesel engine and operation2.1.1 General dataStatus 01/2005Page 2 - 50201-0102MA.fm2.1.1.2 De-rating for marine enginesA load reduction is not necessary as long as thetemperatures specified for the reference condi-tion "tropical" are not exceeded.

lftheabove-mentionedtemperaturesareex-ceeded,theratinghastobecorrectedasfol-lows:P0Nominal output according to table of ratingsaCorrection factor for ambient conditionsfDCorrectionfactorforspeedreductionatfullload;forsuction dredger and pumps ( fD = 0.9 jTxAmbient air temperature [K| being considered ( 273+tx jTcx Water temperature [K| inlet charge air cooler (LT-stagej being considered ( 273+tcx jTTemperature in Kelvin [K|tTemperature in degree Celsius [C|Reference Conditions: TropicalAir temperatureC45Cooling water temperature before charge air cooler (LT-stagej 1j 38Air pressure bar 1P = Po * a * ( fD ja = ( 318/Tx j1.2 * ( 311/Tcx * 1.09 j - 0.09a 1Diesel engine and operation2.1.1 General data Page 2 - 6 Status 01/20050201-0102MA.fmDiesel engine and operation2.1.1 General dataStatus 07/2005Page 2 - 70201-0103MA.fm2.1.1.3 Load reductionSudden load throw-offFor the sudden load throw-off from 100% PNominalto 0% PNominal, there are certain requirements onthepartoftheclassification societies withregardto the dynamic and permanent speed change (seeChapter2.1.3"Dieselelectricoperation",Page2-39j,whicharetobemetbytheengines/theunits.Thesuddenloadthrow-offrepresentsaratherexceptional situation and corresponds to open-ingthegeneratorswitchofaDiesel-electricplant.Careistobetakenthat,afterasuddenloadthrow-off,thesystemcircuitsremaininopera-tion for a minimum of 15 min. to dissipate the re-sidual engine heat.Recommended load reduction / stopping the engine Unloading the engineln principle, there are no regulations with re-gardtounloadingtheengine.However,aminimumof1min.isrecommendedforun-loading the engine from 100% PNominal to ap-prox. 25% PNominal. Engine stopAs from 25% PNominal, further engine unload-ingispossible,withoutinterruption,andaf-terwards the engine can be stopped. Run-down coolingln order to dissipate the residual engine heat,the system circuits should be kept in opera-tion for a minimum of 15 min.Diesel engine and operation2.1.1 General data Page 2 - 8 Status 07/20050201-0103MA.fmDiesel engine and operation2.1.1 General dataStatus 04/2003 Page 2 - 90201-0104MA.fm2.1.1.4 Part-load operationDefinitionGenerallythefollowingloadconditionsaredif-ferentiated: Over-load (for regulationj: >100% of full load output Full-load:100% of full load output Part-load:1MW. For verification, the voltage available attheshaft(shaftvoltagejismeasuredwhilethegenerator is running and excited. With proper in-sulation, a voltage can be measured. ln order toprotecttheprimemoverandtodivertelectro-static charging, an earthing brush is often fittedon the coupling side. Observationoftherequiredmeasuresisthegenerator manufacturer's responsibility.Consequences of inadequate bearing insulationonthegenerator,andinsulationchecklncasethebearinginsulationisinadequate,e.g., if the bearing insulation was short-circuit byameasuringlead(PT100,vibrationsensorj,leakage currents may occur, which result in thedestructionofthebearings.Onepossibilitytocheck the insolation with the machine at stand-still(priortocouplingthegeneratortotheen-gine; this, however, is only possible in the caseof single-bearing generatorsj would be to raisethegeneratorrotor(insulated,inthecranejonthe coupling side, and to measure the insulationbymeansoftheMeggertestagainstearth(inthisconnection,themax.voltagepermittedbythe generator manufacturer is to be observed!j. Diesel engine and operation2.1.1 General data Page 2 - 18 Status 10/20050201-0111MA.fmlftheshaftvoltageofthegeneratoratratedspeed and rated voltage is known (e.g. from thetest record of the generator acceptance testj, itisalsopossibletocarryoutacomparativemeasurement.lfthemeasuredshaft voltageislower thantheresult of the earlier measurement" (test recordj,thegeneratormanufacturershouldbeconsult-ed.Earthing conductorThe nominal cross section of the earthing con-ductor (equipotential bonding conductorj has tobe selected in accordance with DlN vDE 0100,part 540 (up to 1000vj or DlN vDE 0141 (in ex-cess of 1Kvj.Generally, the following applies:The protective conductor to be assigned to thelargest main conductor is to be taken as a basisfor sizing the cross sections of the equipotentialbonding conductors.Flexible conductors have to be used for the con-nection of resiliently mounted engines. Execution of earthingOn vessels, earthing must be done by the ship-yard during assembly on board. Earthing strips are not included in the MAN Die-sel scope of supply.Additionalinformationregardingtheuseofwelding equipmentln order to prevent damage on electrical compo-nents,itisimperativetoearthweldingequip-ment close to the welding area, i.e., the distancebetween the welding electrode and the earthingconnection should not exceed 10m.Diesel engine and operation2.1.1 General dataStatus 01/1998 Page 2 - 190201-0112MA.fm2.1.1.9 Torsional vibrationsData required for torsional vibration calculationMANDieselcalculatesthetorsionalvibrationsbehaviourforeachindividualengineplantoftheir supply to determine the location and sever-ityofresonancepoints.lfnecessary,appropri-atemeasureswillbetakentoavoidexcessivestresses due to torsional vibration. These inves-tigations cover the ideal normal operation of theengine (all cylinders are firing equallyj as well asthe simulated emergency operation (misfiring ofthe cylinder exerting the greatest influence on vi-brations,actingagainstcompressionj.Besidesthe natural frequencies and the modes also thedynamicresponcewillbecalculated,normallyunder consideration of the 1st to 24th harmonicofthegasandmassforcesoftheengine.Be-yond that also further exciting sources such aspropeller,pumpsetc.canbeconsiderediftherespective manufacturer is able to make the cor-responding data available to MAN Diesel.lf necessary, a torsional vibration calculation willbe worked out which can be submitted for ap-provaltoaclassificationsocietyoralegalau-thority.Tocarryoutthetorsionalvibrationcalculationfollowingparticularsand/ordocumentsarere-quired.General Type of propulsion (genset, Diesel mechanic,Diesel-electricj Arrangement of the whole propulsion systemincluding all engine-driven equipment Definition of the operating modes Maximum power consumption of the individ-ual working machinesEngine Rated output, rated speed Kindofengineload(fixed-pitchpropeller,controllable-pitchpropeller,combinatorcurve,operationwithreducedspeedatex-cessive loadj Operational speed range Kind of mounting of the engine (can influencethe determination of the flexible couplingj Flexible coupling Make, size and type Rated torque (Nmj Possible application factor Maximum speed (rpmj Permissiblemaximumtorqueforpassingthrough resonance (Nmj Permissibleshocktorqueforshort-termloads (Nmj Permanentlypermissiblealternatingtorque(Nmj including influencing factors (frequency,temperature, mean torquej Permanentlypermissiblepowerloss(Wjin-cludinginfluencingfactors(frequency,tem-peraturej Dynamictorsionalstiffness(Nm/radjinclud-ing influencing factors (load, frequency, tem-peraturej, if applicable Relativedamping(jincludinginfluencingfactors (load,frequency, temperaturej, if ap-plicable Momentofinertia(kgmjforallpartsofthecoupling Dynamic stiffness in radial, axial and angulardirection Permissiblerelativemotionsinradial,axialand angulardirection,permanentandmaxi-mum Maximumpermissibletorquewhichcanbetransferredthroughaget-you-home-device/torque limiter if foreseen Clutch coupling Make, size and typeDiesel engine and operation2.1.1 General data Page 2 - 20 Status 01/19980201-0112MA.fm Rated torque (Nmj Permissible maximum torque (Nmj Permanentlypermissiblealternatingtorque(Nmj including influencing factors (frequency,temperature, mean torquej Dynamic torsional stiffness (Nm/radj Damping factor Momentsofinertiafortheoperationcondi-tions, clutched and declutched Courseoftorqueversustimeduringclutch-ing in Permissible slip time (sj Slip torque (Nmj Maximumpermissibleengagementspeed(rpmjGearbox Make and type Torsionalmultimasssystemincludingthemoments of inertia and the torsional stiffness,preferably related to the individual speed; incase of related figures, specification of the re-lation speed is needed Gear ratios (number of teeth, speedsj Possible operating conditions (different gearratios, clutch couplingsj Permissiblealternatingtorquesinthegearmeshes Shaft line Drawingincludingallinformationaboutlength and diameter of the shaft sections aswell as the material Alternatively torsional stiffness (Nm/radjPropeller Kind of propeller (fixed-pitch or controllable-pitch propeller Moment of inertia in air (kgmj Moment of inertia in water (kgmj; for control-lable-pitch propellers also in dependence onpitch;fortwin-engineplantsseparatelyforsingle- and twin-engine operation Relation between load and pitch Number of blades Diameter (mmj Possible torsional excitation in % of the ratedtorque for the 1st and the 2nd blade-pass fre-quencyPump Kind of pump (e.g. dredging pumpj Drawingofthepumpshaftwithalllengthsand dia-meters Alternatively, torsional stiffness (Nm/radj Moment of inertia in air (kgmj Momentofinertiainoperation(kgmjunderconsideration of the conveyed medium Number of blades Possible torsional excitation in % of the ratedtorque for the 1st and the 2nd blade-pass fre-quency Power consumption curveAlternator for Diesel-electric plants Drawing of the alternator shaft with all lengthsand diameters Aternatively, torsional stiffness (Nm/radj Moment of inertia of the parts mounted to theshaft (kgmj Electrical output (kvAj including power factorcosj and efficiency Or mechanical output (kWj Complex synchronizing coefficients for idlingandfullloadindependenceonfrequency,reference torque lsland or parallel mode Load profile (e.g. load stepsj Frequency fluctuation of the netDiesel engine and operation2.1.1 General dataStatus 01/1998 Page 2 - 210201-0112MA.fmAlternatorforDiesel-mechanicalparts(e.g.PTO/PTHj Drawing of the alternator shaft with all lengthsand diameters Torsional stiffness, if available Momentsofinertiaofthepartsmountedtothe shaft (kgmj Electrical output (kvAj including power factorcosj and efficiency Or mechanical output (kWj Complex synchronizing coefficients for idlingand full load in dependence on frequency, in-cluding the reference torqueSecondary power take-off Kind of working machine Kind of drive Operational mode, operation speed range Power consumption Drawing of the shafts with all lengths and di-ameters Aternatively, torsional stiffness (Nm/radj Moments of inertia (kgmj Possibletorsionalexcitationinsizeandfre-quency in dependence on load and speedDiesel engine and operation2.1.1 General data Page 2 - 22 Status 01/19980201-0112MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 07/2005 Page 2 - 230201-0201MA.fm2.1.2 Propeller operation2.1.2.1 Controllable-pitch propeller; operating rangeFigure 2-4 Operating range for controllable-pitch propellerRated output/operating rangeMCR Maximum continuous rating (blocked outputjOperating range for continuous operation 1Load limit curve2Recommended combinator curve3Zero-thrust curveThecombinatiorcurvemustbeatasufficientdistance from the limit curve 1. For overload pro-tection, a load control is to be provided.Transmissionlosses(e.g.bygearboxesandshaft powerj and additional power requirements(e.g. by PTOj must be taken into account.Diesel engine and operation2.1.2 Propeller operation Page 2 - 24 Status 07/20050201-0201MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 04/2003 Page 2 - 250201-0201aMA.fm2.1.2.2 General requirements for propeller pitch controlPitch control of the propeller plantFor mechanical speed governors:4-20 mA signal from the admission teletransmit-ter of the engine will be supplied to the propellercontrol as a load indication.For electronic speed governors:4-20 mA signal from the electronic governor ofthe engine will be supplied to the propeller con-trol as load indication.General:A distinction between constant-speed operationandcombinator-curveoperationhastobeen-sured.Combinator-curve operation: The 4-20 mA signal has to be used for the as-signment of the propeller pitch to the respectiveenginespeed.Theoperationcurveofenginespeed and propeller pitch (for power range, see2.1.2.1Controllable-pitchpropeller;operatingrange of this documentationj has to be observedalsoduringacceleration/loadincreaseandun-loading.Acceleration / load increaseTheenginespeedhastobeincreasedpriortoincreasing the propeller pitch. See the exampleshown below.Deceleration / unloading the engineThe engine speed has to be reduced later thanthe propeller pitch.See the example shown be-low.Windmilling protection (pump admission at zero,and engine being turned by the propellerjSingle-shaft plantThepropellercontrolhastotakecarethatthewindmilling time is less than 30 sec.Multi-shaft plant:Thepropellercontrolhastotakecarethatthewindmilling time is less than 30 sec.Should,nevertheless,thewindmillingtimebemore than 40 sec., the respective engine has tobe disengaged.ln case of plants without shifting clutch, it is tobe ensured that a stopped engine is not turnedby the propeller.A shaft interlock is to be provided for each shaftfor maintenace work.Overload / engine close to limit curve / reductioninput in propeller control (binary signaljOverload contact:The overload contact is activated when the en-ginefueladmissionissettomaximum.Atthistime, the control has to keep the propeller pitchfrom increasing and, in case the signal remainsformorethananadjustabletime,thepropellerpitch has to be decreased.Operation close to the limit curves (only for elec-tronic speed governorsj:This contact is activated when the engine is op-eratedclosetoalimitcurve(torquelimiter,charge air pressure limiter ...j. When the contactis closed, the propeller control has to keep thepropeller pitch from increasing and, in case thesignal remains for more than an adjustable time,the propeller pitch has to be decreased.Diesel engine and operation2.1.2 Propeller operation Page 2 - 26 Status 04/20030201-0201aMA.fmPitch reduction contact:Thiscontactisactivatedwhendisturbancesinengine operation occur, for example too high ex-haust-gas mean-value deviation. When the con-tactisclosed,thepropellercontrolhastoreducethepropellerpitchto60%oftheratedengine output, without change in engine speed.Distinctionbetweennormalmanoeuvreandemergency manoeuvreThepropellercontrolhastobeabletodistin-guishbetweennormalmanoeuvreandemer-gencymanoeuvre(i.e.,twodifferentacceleration curves are necessaryj.MANDiesel'sdirectionsconcerningaccelera-tion times and power range are to be observed.The power range according to sheet 2.1.2 Pro-peller operation, page 2- 23 and the accelerationtimesaccordingtosheetPage 2 - 35andPage 2 - 37 of this documentation are to be ob-served.Diesel engine and operation2.1.2 Propeller operationStatus 04/2003 Page 2 - 270201-0201aMA.fmExample for illustration of the change from one load step to an otherFigure 2-5 Change from one load step to an otherChanging from one power step to an other010203040506070809010040 50 60 70 80 90 100Engine speed [%]Engine output power [%]100Torque Md [%]bmep pe [%]908070605030402010Theoreticalpropeller curveRecommendedcombinator load curveTorque limitmin.speedFirst increasingengine speedthen increasing propeller pitchFirst decreasing propeller pitchthen decreasing engine speedOr, if increasing both at the same time, then is the speed faster to increase than the pitch. The area above the curve must not be reached.Or, if decreasing both at the same time, then is the pitch faster to decrease than the speed. The area above the curve must not be reached.increasing loaddecreasing loadDiesel engine and operation2.1.2 Propeller operation Page 2 - 28 Status 04/20030201-0201aMA.fmDiesel engine and operation2.1.2 Propeller operationStatus 07/2005Page 2 - 290201-0202MA.fm2.1.2.3 Fixed-pitch propellerSingle shaft vesselFigure 2-6 Operating range for fixed-pitch propellersTypetestingofenginesiscarriedoutat110%rated output and 103% rated engine speed.Rated output: MCR Maximum Continuous Rating (fuel stoppowerj Rangel:OperatingrangeforContinuousservice subject to a propeller light-running of1.5 - 3%, the lower value to be aimed for. Range ll: Operating range temporarily admis-siblee.g.duringacceleration,manoeuvring(torque limitj. Theoretical propeller characteristic applies tofully loaded vessel after a fairly long operatingtime,andtopossibleworkstrialrunwithzero-thrust propeller. FP Design range of fixed-pitch propeller op-erating range during sea trials under contrac-tualconditions(suchasweather,loadcondition,depthofwater,etc.jwiththeen-gine speed range between 103% and 106%being used for 1 hour maximum only.The propeller design depends upon vessel typeand duty. lt is always the exclusive responsibilityof the yard to determine, on the strength of this,the propulsive power to be installed in the ship.When installing shaft-driven generators with fre-quencyconversion,thegeneratorratingre-quired apart from the propulsive power must bedeductedfromtheMCR.Transmissionlosses(e.g. gearboxj to be made allowance for.Diesel engine and operation2.1.2 Propeller operation Page 2 - 30 Status 07/20050201-0202MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 08/2006Page 2 - 310201-0203MA.fm2.1.2.4 Engine running-inPreconditionsEngines must be run in during commissioning at site if, after the testrun, pistons or bearings were removed for in-spectionand/oriftheenginewaspartlyorcompletely disassembled for transport, oninstallationofnewrunninggearcompo-nents, e.g. cylinder liners, piston rings, mainbearings,big-endbearingsandpistonpinbearings, on installation of used bearing shells, after an extended low-load operation (> 500operating hoursj.Supplementary informationAdjustment requiredSurface irregularities on the piston rings and thecylinder liner running surface are smoothed outduringtherunning-inprocess.Theprocessisended when the first piston ring forms a perfectsealtowardsthecombustionchamber,i.e.thefirst piston ring exhibits an even running surfacearound its entire circumference. lf the engine issubjectedtoahigherloadbeforethisoccurs,the hot exhaust gases will pass between the pis-ton rings and the cylinder liner running surface.Thefilmofoilwillbedestroyedattheseloca-tions. The consequence will be material destruc-tion (e.g. scald marksj on the running surfaces oftheringsandthecylinderlinerandincreasedwearandhighoilconsumptionduringsubse-quent operation.Thedurationoftherunning-inperiodisinflu-enced by a number of factors, including the con-ditionofthesurfaceofpistonringsandthecylinder liner, the quality of the fuel and lube oilandtheloadingandspeedoftheengine.Therunning-inperiodsshowninFigure2-7,Page2-33,andFigure2-8,Page2-33,respectively,are, therefore, for guidance only.Operating mediaFuelDieseloilorheavyfueloilcanbeusedfortherunning-inprocess.Thefuelusedmustsatisfythe quality requirements (see Chapter 3 "Qualityrequirementsofoperatingsupplies",Page3-1jand be appropriate for the fuel system layout. Spark-ignited gas engines are best run in usingthe gas which is to be used later on under oper-ating conditions. Dual-fuel engines are run-in inDieselmodeusingthefueloilthatwilllaterbeused as pilot oil.Lubricating oilThe lubricating oil to be used while running in theenginemustsatisfythequalityrequirements(see Chapter 3 "Quality requirements of operat-ing supplies", Page 3-1j relating to the relevantfuel quality.Caution!The lube oil system is to be rinsed out before fill-ingitforthefirsttime(seeMANDieselWorkCard 000.03j.Running-in the engineCylinder lubricationDuringtheentirerunning-inprocess,thecylin-derlubricationistobeswitchedtotheRun-ning-in"mode.Thisisdoneatthecontrolcabinet and/or the operator's panel and causesthe cylinder lubrication to be activated over theentireloadrangealreadywhentheengineisstarted. The increased oil supply has a favoura-bleeffectontherunning-inofthepistonringsand pistons. After completion of the running-inprocess,thecylinderlubricationistobeswitched back to Normal Mode".Diesel engine and operation2.1.2 Propeller operation Page 2 - 32 Status 08/20060201-0203MA.fmChecksDuring running-in, the bearing temperature andcrankcase are to be checked for the first time after 10 minutes of operationat minimum speed, againafteroperationaloutputlevelshavebeen reached. Thebearingtemperatures(camshaftbearings,big-end and main bearingsj are to be measuredandcomparedwiththoseoftheneighbouringbearings.Forthispurpose,anelectrictracer-typethermometercanbeusedasmeasuringdevice.At 85% load and on reaching operational outputlevels,theoperatingdata(firingpressures,ex-haustgastemperatures,chargeairpressure,etc.j are to be checked and compared with theacceptance record. Standard running-in programmeMarine engines for propeller plants (operation atvariablespeedj.Running-incanbecarriedoutwithafixed-pitch,controllable-pitch,orzero-thrust-pitch propeller. During the entire running-in period, the engine output is to remain withinthe output range that has been marked in Figure2-7, Page 2-33 and Figure 2-8, Page 2-33, resp.Critical speed ranges are to be avoided.Running-in during commissioning at siteFour-stroke engines are, with a few exceptions,always subject to a test run in the manufactur-er's works, so that the engine has been run in, asarule.Nevertheless,repeatedrunningisre-quired after assembly at the final place of instal-lationifpistonsorbearingswereremovedforinspection after the test run or if the engine waspartly or completely disassembled for transpor-tation.Running-in after installation of new running gear componentslncasecylinderliners,pistonsand/orpistonringsarereplacedontheoccasionofoverhaulwork,theenginehastoberuninagain.Run-ning-in is also required if the rings have been re-placedononepistononly.Running-inistobecarried out according to Figure 2-7, Page 2-33and Figure 2-8, Page 2-33, and/or the pertinentexplanations.The cylinder liner requires rehoning according toMANDieselWorkCard050.05unlessitisre-placed.Aportablehoningdevicecanbeob-tained from one of our service bases.Running-in after refitting used or installing new bearing shells (main bearing, big-end and piston pin bearingsjlf used bearing shells were refitted or new bear-ing shells installed, the respective bearings willhave to be run in. The running-in period shouldbe 3 to 5 hours, applying load in stages. The re-marks in the previous paragraphs, especially un-der "Checks", as well as Figure 2-7, Page 2-33and Figure 2-8, Page 2-33, resp., are to be ob-served.ldling at high speed over an extended period isto be avoided, wherever possible.Running-in after low-load operationContinuous operation in the low-load range mayresult in heavy internal contamination of the en-gine. Combustion residues from the fuel and lu-bricating oil may deposit on the top-land ring ofthe piston, in the ring grooves and possibly alsoin the inlet ducts. Besides, the charge air and ex-haustpiping,thechargeaircooler,theturbo-charger and the exhaust gas boiler may becomeoily.Sincethepistonringswillalsohaveadaptedthemselves to the cylinder liner according to theloads they have been subjected to, acceleratingtheenginetooquicklywillresultinincreasedwear and possibly cause other types of enginedamage (piston ring blow-by, piston seizurej.After prolonged low-load operation (500 opera-tion hoursj, the engine should therefore be run inagain, starting from the output level, at which ithas been operated, in accordance with Figure 2-7, Page 2-33 and Figure 2-8, Page 2-33. Diesel engine and operation2.1.2 Propeller operationStatus 08/2006Page 2 - 330201-0203MA.fmPlease also refer to the notes in Chapter 2.1.1.4"Part-load operation", Page 2-9.Note!For additional information, the after-sales serv-ice department of MAN Diesel or of the licensewill be at your disposal.A Controllable-pitch propel-ler (engine speedjB Fixed-pitch propeller (engine speedjC Engine output (specified rangejD Running-in period in [h|E Engine speed and output in [%|Figure 2-7 Standard running-in programme for marine propulsion engines (variable speedj of the 32/40, 32/44CRengine type A Controllable-pitch propel-ler (engine speedjB Fixed-pitch propeller (engine speedjC Engine output (specified rangejD Running-in period in [h|E Engine speed and output in [%|Figure 2-8 Standard running-in programme for marine propulsion engines (variable speedj of the 40/54, 48/60B,58/64 engine types Diesel engine and operation2.1.2 Propeller operation Page 2 - 34 Status 08/20060201-0203MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 03/1993Page 2 - 350201-0204MA.fm2.1.2.5 Acceleration timesAcceleration times for fixed-pitch andcontrollable pitch-propeller plantsNotes on designFor remote controlled propeller drives for shipswithunmannedorcentrallymonitoredengine-room operation, a load programme is to be pro-vided for the engines. Within the scope of the re-mote control system (for the pitch adjustment ofthe controllable pitch propeller or reversing andload application of the enginej.This programme serves to protect the pre-heat-edengine(sj(lubeoiltemperature40Candfresh water temperature 60Cj against exces-sivethermalstresses,increasedwearandex-haust gas turbidity, when the engines are loadedfor the first time - possibly up to the rated out-put.lncaseofamannedengineroom,theengineroompersonnelareresponsibleforthesoftloading sequence, before control is handed overto the bridge.The lower time limits for normal and emergencymanoeuvres are given in our diagrams for appli-cationandsheddingofload.Westronglyrec-ommend that the limits for normal manoeuvringis observed during normal operation, to achievetrouble-freeengineoperationonalong-termbasis. An automatic change-over to a shortenedload programme is required for emergency ma-noeuvres.Thefinaldesignoftheprogrammeshouldbejointlydeterminedbyallthepartiesinvolved,considering thedemandsfor manoeuvringandthe actual service capacity.Please note that the time constants for the dy-namicbehaviouroftheprimemoverandthevessel have a ratio of about 1:100, from which itcanbeseenthatdemandsforanextremelyshort load application - wronglybelieved tobepossible given the speed with which the propel-ler pitch can be set - generally do not produceanimprovementinshipbehaviourduringma-noeuvring(exceptfortugsandsmall,fastves-selsj.Diesel engine and operation2.1.2 Propeller operation Page 2 - 36 Status 03/19930201-0204MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 08/1995Page 2 - 370201-0205MG.fmEngines 48/60 and 58/64Figure 2-9 Control lever setting / propeller pitch - engine 48/60 and 58/64Diesel engine and operation2.1.2 Propeller operation Page 2 - 38 Status 08/19950201-0205MG.fmDiesel engine and operation2.1.3 Diesel electric operationStatus 08/2006 Page 2 - 390201-0301MA.fm2.1.3 Diesel electric operation2.1.3.1 Load application for shipboard- and isolated electrical systemslntheageofhighlyturbochargedDieselen-gines,buildingrulesofclassificationsocietiesregardingloadapplication(e.g.0%==>50%==>100%jcannotbecompliedwith,evenbyspecial measures. However the requirements ofthe lACS (lnternational Association of Classifica-tionSocietiesjandlSO8528-5arerealistic.lnthecaseofshipsenginestheapplicationoflACS requirements is to be clarified with the re-spectiveclassificationsocietyaswellastheshipyard and the owner. During discussions onloadapplication,thelACSrequirementsarethereforetobeconsideredasMANDieselstandard". For applications from 0% to 100% continuousrating,accordingtolACSandlSO8528-5,thefollowing diagram applies:Figure 2-10 Load application in steps as per lACS and lSO 8528-5Diesel engine and operation2.1.3 Diesel electric operation Page 2 - 40 Status 08/20060201-0301MA.fmDepending on the mean effective pressure of theenginesaloadapplicationfrom0to100%re-sults in the following number of load steps andtheir percentages:Note!Bigger load steps than listed in the table are notpossible as a standard!Observanceofthefollowingapplicationratestheminimumrequirementsoftheinstitutionslisted below are realised.ln case of load drop of 100% Pnominal, the dy-namical speed variation must not exceed 10%of the nominal speed and the remaining speedvariationmustnotsurpass5%ofthenominalspeed. Requirements for plant design: Load application must be taken into consid-eration for the design of the isolated systemon board accordingly. Boardoperationmustbesafeincaseofgraduated load application of important con-sumers. Theloadapplicationconditions(E-balancejmustbeapprovedduringtheplanningandexamination phase. The possible failure of one engine must be al-lowed for - please see Chapter 2.1.3.5 "Die-sel-electricoperationofvessels-failureofone engine", Page 2-51ltisabsolutelynecessarythatallquestionsre-garding the dynamical behaviour of the enginesare clarified prior to contract conclusion and forall customer requirements and MAN Diesel con-firmations are fixed in writing in the delivery con-tract.Engine bmep [bar| 1st step 2nd step 3rd step 4th step32/40 24.9 ... 25.933% 23% 18% 26%32/44CR 25.3 ... 26.440/54 23.2 ... 24.848/60 25.8 ... 26.558/64 23.2Table 2-5 Mean effective pressures and application loads .The percentage of the load steps referring to a bmep of 24.8 bar in Figure 2-10.Classification SocietyDynamic speed drop in % of the nominal speedRemaining speed variation in % of the nominal speedRecovery time until reaching the tolerance band 1% of nominal speedGermanischer Lloyd 10 %5% 5 sec.RlNALloyds Register 5 sec., max 8 sec.American Bureau of Shipping 5 sec.Bureau veritasDet Norske veritaslSO 8528-5Table 2-6 Minimum requirements of the institutionsDiesel engine and operation2.1.3 Diesel electric operationStatus 05/2002 Page 2 - 410201-0302MA.fm2.1.3.2 Available outputs dependent on frequency deviationsGeneralGenerating sets, which are integrated in an elec-tricitysupplysystem,aresubjectedtothefre-quency fluctuations of the mains. Depending onthe severity of the frequency fluctuations, outputand operation respectively have to be restricted.Frequency adjustment rangeAccording to DlN lSO 8528-5: 1997-11, operat-inglimitsof>2.5%arespecifiedforthelowerand upper frequency adjustment range.Operating rangeDepending on the prevailing local ambient con-ditions,acertainmaximumcontinuousratingwill be available. ln the output/speed and frequency diagrams, arangehasspecificallybeenmarkedwithNocontinuous operation allowed in this area". Op-erationinthisrangeisonlypermissibleforashort period of time, i.e. for less than 2 minutes.ln special cases, a continuous rating is permis-sibleifthestandardfrequencyisexceededbymore than 3%. Limiting parametersMax. torque - ln case the frequency decreases,the available output is limited by the maximumpermissible torque of the generating set.Max. speed for continuous rating - An increasein frequency, resulting in a speed that is higherthan the maximum speed admissible for contin-uousoperation,isonlypermissibleforashortperiod of time, i.e. for less than 2 minutes. Forengine-specificinformationsee-Chapter"Output, speeds"- of the specific engine.OverloadOverload>100%mayonlyberunforashorttimeforrecoveryandpreventingafrequencydrop in case of load application. Figure 2-11 Available output at 100% loadDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 42 Status 05/20020201-0302MA.fmDiesel engine and operation2.1.3 Diesel electric operationStatus 02/2007 Page 2 - 430201-0303MA.fm2.1.3.3 Engine running-in PreconditionsEngines must be run in during commissioning at site if, after the testrun, pistons or bearings were removed for in-spectionand/oriftheenginewaspartlyorcompletely disassembled for transport, oninstallationofnewrunninggearcompo-nents, e.g. cylinder liners, piston rings, mainbearings,big-endbearingsandpistonpinbearings, on installation of used bearing shells, after an extended low-load operation (> 500operating hoursj.Supplementary informationAdjustment requiredSurface irregularities on the piston rings and thecylinder liner running surface are smoothed outduringtherunning-inprocess.Theprocessisended when the first piston ring forms a perfectsealtowardsthecombustionchamber,i.e.thefirst piston ring exhibits an even running surfacearound its entire circumference. lf the engine issubjectedtoahigherloadbeforethisoccurs,the hot exhaust gases will pass between the pis-ton rings and the cylinder liner running surface.Thefilmofoilwillbedestroyedattheseloca-tions. The consequence will be material destruc-tion (e.g. scald marksj on the running surfaces oftheringsandthecylinderlinerandincreasedwearandhighoilconsumptionduringsubse-quent operation.Thedurationoftherunning-inperiodisinflu-enced by a number of factors, including the con-ditionofthesurfaceofpistonringsandthecylinder liner, the quality of the fuel and lube oilandtheloadingandspeedoftheengine.Therunning-inperiodsshowninFigure2-12,Page2-45, and Figure 2-13, Page 2-45, respectively,are, therefore, for guidance only.Operating mediaFuelFor the engine running-in process can be usedDiesel oil or gas oil. The fuel used must satisfythe quality requirements (see Chapter 3 "Qualityrequirementsofoperatingsupplies",Page3-1jand be appropriate for the fuel system layout. Lubricating oilThe lubricating oil to be used while running in theenginemustsatisfythequalityrequirements(see Chapter 3 "Quality requirements of operat-ing supplies", Page 3-1j relating to the relevantfuel quality.Caution!The lube oil system is to be rinsed out before fill-ingitforthefirsttime(seeMANDieselWorkCard 000.03j.Running-in the engineCylinder lubricationDuringtheentirerunning-inprocess,thecylin-derlubricationistobeswitchedtotheRun-ning-in"mode.Thisisdoneatthecontrolcabinet and/or the operator's panel and causesthe cylinder lubrication to be activated over theentireloadrangealreadywhentheengineisstarted. The increased oil supply has a favoura-bleeffectontherunning-inofthepistonringsand pistons. After completion of the running-inprocess,thecylinderlubricationistobeswitched back to Normal Mode".ChecksDuring running-in, the bearing temperature andcrankcase are to be checked for the first time after 10 minutes of operationat minimum speed, againafteroperationaloutputlevelshavebeen reached. Diesel engine and operation2.1.3 Diesel electric operation Page 2 - 44 Status 02/20070201-0303MA.fmThebearingtemperatures(camshaftbearings,big-end and main bearingsj are to be measuredandcomparedwiththoseoftheneighbouringbearings.Forthispurpose,anelectrictracer-typethermometercanbeusedasmeasuringdevice.At 85% load and on reaching operational outputlevels,theoperatingdata(firingpressures,ex-haustgastemperatures,chargeairpressure,etc.j are to be checked and compared with theacceptance record. Standard running-in programmelnthecaseofenginesdrivinggenerators,theengine speed is, within the specified period, atfirstincreaseduptothenormalspeedbeforeload is applied. During the entire running-in pe-riod,theengineoutputistoremainwithintheoutput range that has been marked in Figure 2-12, Page 2-45 and Figure 2-13, Page 2-45, resp.Critical speed ranges are to be avoided.Running-in during commissioning at siteFour-stroke engines are, with a few exceptions,always subject to a test run in the manufactur-er's works, so that the engine has been run in, asarule.Nevertheless,repeatedrunning-inisre-quired after assembly at the final place of instal-lationifpistonsorbearingswereremovedforinspection after the test run or if the engine waspartly or completely disassembled for transpor-tation.Running-in after installation of new running gear componentslncasecylinderliners,pistonsand/orpistonringsarereplacedontheoccasionofoverhaulwork,theenginehastoberuninagain.Run-ning-in is also required if the rings have been re-placedononepistononly.Running-inistobecarried out according to Figure 2-12, Page 2-45and Figure 2-13, Page 2-45, and/or the pertinentexplanations.The cylinder liner requires rehoning according toMANDieselWorkCard050.05unlessitisre-placed.Aportablehoningdevicecanbeob-tained from one of our service bases.Running-in after refitting used or installing new bearing shells (main bearing, big-end and piston pin bearingsjlf used bearing shells were refitted or new bear-ing shells installed, the respective bearings willhave to be run in. The running-in period shouldbe 3 to 5 hours, applying load in stages. The re-marks in the previous paragraphs, especially un-der "Checks", as well as Figure 2-12, Page 2-45and Figure 2-13, Page 2-45, resp., are to be ob-served.ldling at high speed over an extended period isto be avoided, wherever possible.Running-in after low-load operationContinuous operation in the low-load range mayresult in heavy internal contamination of the en-gine. Combustion residues from the fuel and lu-bricating oil may deposit on the top-land ring ofthe piston, in the ring grooves and possibly alsoin the inlet ducts. Besides, the charge air and ex-haustpiping,thechargeaircooler,theturbo-charger and the exhaust gas boiler may becomeoily.As also the piston rings will have adapted them-selvestothecylinderlineraccordingtotheloads they have been subjected to, acceleratingtheenginetooquicklywillresultinincreasedwear and possibly cause other types of enginedamage (piston ring blow-by, piston seizurej.After prolonged low-load operation (500 opera-tion hoursj, the engine should therefore be run inagain, starting from the output level, at which ithas been operated, in accordance with Figure 2-12, Page 2-45 and Figure 2-13, Page 2-45. Please also refer to the notes in Chapter 2.1.1.4"Part-load operation", Page 2-9.Note!For additional information, the after-sales serv-ice department of MAN Diesel or of the licenseewill be at your disposal.Diesel engine and operation2.1.3 Diesel electric operationStatus 02/2007 Page 2 - 450201-0303MA.fmA Engine speed nMB Engine output (specified rangejD Running-in period in [h|E Engine speed and output in [%|Figure 2-12 Standard running-in programme for marine auxiliary engines (constant speedj of the 32/40, 32/44CR engine typesA Engine speed nMB Engine output (specified rangejD Running-in period in [h|E Engine speed and output in [%|Figure 2-13 Standard running-in programme for marine auxiliary engines (constant speedj of the 40/54, 48/60B, 58/64 engine typesDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 46 Status 02/20070201-0303MA.fmDiesel engine and operation2.1.3 Diesel electric operationStatus 03/2007 Page 2 - 470201-0306MA.fm2.1.3.4 Starting conditions for Diesel-electric marine plantslnmultiple-engineDiesel-electricshippropul-sion plants with load regulation by a power man-agement system, the availability of the enginesnot in operation is an important aspect of engineoperation. The following data and conditions arerelevant to this: Engine start-up time until synchronization Max. permissible time on stand-by mode forengines Black-start" capability (with restriction of theplantj Load application timesWhenreachingthemaximumstand-byperiod,the engine must either be started and loaded uptoabout30%load,ortakenoutofstand-bymode via the power management system. Thisswitches off the priming lube pump and the fuelsystem.(for HFO-operation with separeted pressure sys-tem per each engine exists different conditionsjEnginesnotonstand-bymodecanbestartedwith normal starting procedure at any time.A stand-by period is only permissible after a pri-or engine start with at least 30% loading.Max. permissible stand-by period12 hours48 hoursDepends on fuel systemsee belowStart up time until load application< 1 minute < 2 minutes > 2 minutesengine + system conditions Stand-by Stand-by standstillStarting procedure Without slow turn With slow turnWith prelubrication and slow turn"Start after black-out permissible - without lube-oil pressure, without slow turnYesEngine start-up only within 2 minutes/after black-out NoEngine EquipmentLube oil system Service pump attached Preheating temperature before engine40CPrelubrication Permanent PermanentStand-by or prelubrication pump starts upPeriod of prelubrication 12 hours 48 hours 1 minutePressure before engine 0.6 - 0.8 bar 0.6 - 0.8 bar 0.6 - 4.0 bar Pressure before turbo-charger0.2 - 0.4 bar 0.2 - 0.4 bar 0.2 - 1.5 barHT cooling water system Service pump attached or detached (electrically drivenjPreheating temperature before engine60 - 90C 60 - 90C 60 - 90CPeriod of preheating permanent permanentdepends on ambient condi-tions until minimum temper-ature is reachedStart of the detached pump With starting command to engineLT cooling water system Service pump attached or detached; possibly one cooling-water system for several enginesStart of the external pump ln operation already, or with starting command to engineDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 48 Status 03/20070201-0306MA.fmTable 2-7Starting conditions for Diesel-electric marine plantsTable 2-8 Starting conditions for Diesel-electric marine plants - engine controlFuel system For black start ability an independent fuel supply or fuel feed pump is requiredA: MDF operation, start sup-ply pumpln operation already, or with starting command to engineB: + C: HFO operation Supply and booster pumps in operation, fuel preheated to operating viscosityB: HFO operation, separate pressure system for each engine, max. permissible circulation time12 hours 48 hoursln case of increasing viscos-ity due to extended circula-tion time the fuel has to be mixed with MDO in order to be in agreement with the temperature viscosity requirements. See Chapter 3.11 "viscosity-Tempera-ture (vTj diagram of fuel oil", Page 3-45C: HFO operation, one pres-sure system for several engines, max. permissible circulation timePermanent if at least one consumerEngine ControlSlow turning Required for automatic startJet Assist Required for load applicationSpeed control Electronic governorMax. permissible stand-by period12 hours48 hoursDepends on fuel systemsee belowDiesel engine and operation2.1.3 Diesel electric operationStatus 03/2007 Page 2 - 490201-0306MA.fmFigure 2-14 Start up times for Diesel-electric marine plantsDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 50 Status 03/20070201-0306MA.fmFigure 2-15 Load application for Diesel-electric marine plantsDiesel engine and operation2.1.3 Diesel electric operationStatus 02/2006 Page 2 - 510201-0308MA.fm2.1.3.5 Diesel-electric operation of vessels - failure of one engineDiesel-electric operation of vessels means par-alleloperationofengineunitswiththegenera-tors forming a closed system.When planning a marine installation, the possi-ble failure of one engine must be allowed for inordertoavoidpossibleoverloadingofthere-maining engines, and thus risking a black-out.We therefore generally advise equipping Diesel-electricmarineinstallationswithapowerman-agement system. This ensures that the enginescan be operated in the maximum output rangeand, in case one unit fails, the propulsive outputis reduced or unimportant users are switched offby the power management in order to avoid anelectric black-out due to underfrequency.ltisuptotheshipsoperatortodecide,whichconsumersaredisconnectedfromthesupplyunderwhatoperatingconditionsorwhichofthem are given priority. Withregardtocontaminationandsootbehav-iour during low-load operation, the chosen loadreserve achieved by the number of engines run-ninginthesystemshouldnotbetoohigh(i.e.several engines running on low loadj. Regarding the optimum operating range and thepermissible part loads, the information providedinChapter2.1.1.4"Part-loadoperation",Page2-9 are to be observed.Load application in case one engine failsln case one engine fails while running at sea, itsoutput has to be made up for by the engines re-maining in the system and/or the loading has tobe decreased by reducing the propulsive outputand/or by switching off electric consumers.The immediate load transfer to one engine doesnotalwayscorrespondwiththeloadreservesthis particular engine still has available. This de-pends on the base load that is being run at in therespective moment. Thepermissibleloadapplicationsforsuchacase can be derived from the following Figure 2-16. Figure 2-16 Load application depending on base load0%5%10%15%20%25%30%35%0% 20% 40% 60% 80% 100%Base loadLoad applicationStandardEngine with jet-assistanceDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 52 Status 02/20060201-0308MA.fmThemaximumoutputasafunctionofthenumberofenginesrunninginasystem,whichwill not result into a total output reduction of themulti-engine plant in case one unit fails, can bederived from the following Table 2-9. Table 2-9 Load application in case one engine fails ExampleTheisolatednetworkconsistsof4enginesofthe9L58/64typewithanoutputof12,170kWelectric each.Reaching the same output at all load points re-quiresthattheengineshavethesamespeeddrop.With all 4 units being in operation and running at100% site rating, the possible mains output is: lf the present system load is P0 = 39,000, eachengine runs with: lncaseoneunitsuddenlyfails,animmediatetransferof20%engineoutputispossibleac-cording to the diagram, i.e. from 80% to100%engine output.100% engine output of the remaining 3 x 9L 58/64 is calculated as follows: Consequently, an immediate load decrease from39,000kW to 36,500kW is necessary, i.e. reduc-tion of the consumers in the system by 2,500kW.No. of engines running in the system 3 4 5 6 7 8 9 10Utilisation of engines' capacity during sys-tem operation in (%j of Pmax 60 75 80 83 86 87.5 89 90Pmax = 4 * 12,170 kW= 48,680 kW = 100 %100 % * P0 / Pmax = 100 * 39,000 / 48,680 = 80 % LoadP1 = 3 * 12,170 kW 36,500 kWDiesel engine and operation2.1.3 Diesel electric operationStatus 04/2003 Page 2 - 530201-0310MA.fm2.1.3.6 Generator - reverse power protectionDemand for reverse power protectionGeneratorsofanelectricalpoweroutput>50kvArunninginparalleloperationhavetobeequippedwithareversepowerprotection(re-quirement of classification societiesj.Definition of reverse powerlf a generator, which is connected to a combus-tionengine,isnolongerdrivenbythisenginebutissuppliedwithpropulsivepowerbytheconnected net and is, therefore, working as anelectrical engine, this is called reverse power.Examples for possible reverse power The combustion engine does no longer drivethegenerator,whichisconnectedtothemains, e.g., because of lack of fuel. Stopping of the combustion engine with thegenerator, which is connected to the mains. Onshipswithelectricaltractionmotor,thepropeller drives the electrical traction motor,the electrical traction motor drives the gener-ator, the generator drives the combustion en-gine. Sudden frequency increase, e.g. because ofaloaddecreaseinanisolatednet-->ifthecombustionengineisoperatedatlowload(e.g. just after synchronisingjAdjusting the reverse power protection relayAdjusting value for reverse power protection re-lay: maximum 3% PnominalOnvesselswithelectrictractionmotorand"Crashstop"requirements(shiftingthema-noeuvringleverfromForwardtoFullReversej,specialarrangementsfortheadjustmentvalueof the reverse power relay are to be made, whichare only valid in the event of a "crash stop" ma-noeuvre.Time lagsForactivationofthereversepowerprotectionrelay,timelagsofapproximately5to10sec-onds have to be fixed.Maximum time for reverse power lfareversepowerhigherthantheadjustedvalueforthereversepowerprotectionrelayoccurs, the generator switch has to open im-mediately after the time lag elapsed. Reverse power below the adjusted value forthe reverse power protection relay for periodsexceeding 30 seconds is not permitted.Diesel engine and operation2.1.3 Diesel electric operation Page 2 - 54 Status 04/20030201-0310MA.fmDiesel engine and operation2.2.1 Engine designStatus 01/2006 48/60BPage 2 - 550204-0101MD.fm2.2Engine characteristic data 2.2.1 Engine design2.2.1.1 Engine cross sectionFigure 2-17 Cross section - engine L 48/60B; view on counter coupling sideDiesel engine and operation2.2.1 Engine design Page 2 - 56 48/60B Status 01/20060204-0101MD.fmFigure 2-18 Cross section - engine v 48/60Diesel engine and operation2.2.1 Engine designStatus 09/2003 48/60B Page 2 - 570204-0102MD.fm2.2.1.2 Engine designations - Design parametersEngine L+v 48/60B Example to declare engine designations Table 2-1 Designations engine 48/60B

Table 2-1 Design parameters engine 48/60B18 v 48/60 BPiston stroke [cm| Cylinder bore [cm| v=vee engine, L= in-line engine Cylinder number Design indexParameter Abbreviations UnitNumber of cylinders 6, 7, 8, 9,12, 14, 16, 18-ln-line engine Lvee engine vCylinder bore 48cmPiston stroke 60Parameter value UnitCylinder bore 480mmPiston stroke 600Swept volume of each cylinder 108.6 dm3Compression ratio 1200 kW/cyl. marine plants 15.3 -Distance between cylinder centres L = 820mmDistance between cylinder centres v = 1000vee engine, vee angle 50 Crankshaft diameter at journal, in-line engine L = 415mm Crankshaft diameter at journal, vee engine v = 480Crankshaft diameter at crank pin415Diesel engine and operation2.2.1 Engine design Page 2 - 58 48/60B Status 09/20030204-0102MD.fmDiesel engine and operation2.2.2 Dimensions, weights and viewsStatus 02/2006 48/60B Page 2 - 590204-0201MD.fm2.2.2 Dimensions, weights and viewsEngine L 48/60BFigure 2-19 Main dimensions - engine L 48/60BEngineL L1 B B1 E F HWeight without flywheel wheelmm tons6L 48/60B 8,615 7,2903,1952,100 1,280 700 5,3601047L 48/60B 9,435 8,110 1188L 48/60B 10,460 8,9303,3251349L 48/60B 11,425 9,895 146 The dimensions and weights are given for guidance onlyTable 2-2 Main dimensions and weights - engine L 48/60BDiesel engine and operation2.2.2 Dimensions, weights and views Page 2 - 60 48/60B Status 02/20060204-0201MD.fmEngine v 48/60BFigure 2-20 Main dimensions and weights v 48/60BEngineL L1 B B1 E F HWeight without flywheel wheel mm tons12v 48/60B 11,100 9,2604,720 2,280 1,410 830 5,42018614v 48/60B 12,100 10,260 20916v 48/60B 13,100 11,260 23618v 48/60B 14,450 12,260 259The dimensions and weights are given for guidance onlyTable 2-3 Main dimensions and weights - engine v 48/60BDiesel engine and operation2.2.3 Outputs, speedsStatus 07/2005 48/60B Page 2 - 610204-0301MD.fm2.2.3 Outputs, speeds2.2.3.1 Engine ratings Engine 48/60B2.2.3.2 Speeds/Main data 1jThis concession may possibly be restricted, see Chapter 2.1.3.2 "Available outputs dependent on frequency devia-tions", Page 2-41.Power take-off on engine free end up to 100% of rated output.Engine typeNo. of cylindersEngine rating500rpm 514rpmkW hp kW hp6L 48/60B 6 7,200 9,780 7,200 9,7807L 48/60B 7 8,400 11,410 8,400 11,4108L 48/60B 8 9,600 13,040 9,600 13,0409L 48/60B 9 10,800 14,670 10,800 14,67012v 48/60B 12 14,400 19,560 14,400 19,56014v 48/60B 14 16,800 22,820 16,800 22,82016v 48/60B 16 19,200 26,080 19,200 26,08018v 48/60B 18 21,600 29,340 21,600 29,340Table 2-4 Engine ratings L+ v 48/60BPower take-off on engine free end up to 100% of rated output.Unit 50 Hz 60 HzCylinder rating kW (hpj 1,200 (1,630j 1,200 (1,630jRated speed rpm 500 514Mean piston speed m/s 10.0 10.3Mean effective pressure bar 26.5 25.8Number of pole pairs - 6 7Lowest engine operating speed: in case of rigid foundation in case of resilient foundation speeddepends on layout of mountingrpmapprox. 130-approx. 130-Highest engine operating speed rpm 525 1j525Speed adjusting rangerpmSee Chapter 2.1.1.6 "Speed control", Page 2-13Table 2-5 Speeds/Main data - engine L+v 48/60BDiesel engine and operation2.2.3 Outputs, speeds Page 2 - 62 48/60B Status 07/20050204-0301MD.fmDefinition of engine ratingGeneral definition of Diesel engine rating (accordingtolSO15550:2002;lSO3046-1:2002jlj Table 2-6 Standard reference conditionsNo de-rating required in case of:Air temperature. . . . . . . . . . . . . .318K (45Cj+ Air pressure . . . . . . . . . . . . . . . . . . .100kPa+ Cooling water temperature upstream of charge-air cooler 311K (38Cj+Relative humidity r . . . . . . . . . . . . . . . . 60%+Exhaust gas overpressure after turbine . . . . . . . . . . . . . . . . . . . . . . . 3kPaMarine main enginesBlocking of the output is made for engines driv-ing a propeller, at 100% of the rated output.Blocking of the output is made for engines driv-ing a generator, at 110% of the rated output.Overload>100%mayonlyberunforashorttimeforrecoveryandpreventingafrequencydrop in case of load application.Marine auxiliary enginesBlocking of the output is made at 110% of therated output.Overload>100%mayonlyberunforashorttimeforrecoveryandpreventingafrequencydrop in case of load application.Note!An increased exhaust gas back pressure (>3kPaj raises the temperature level of the en-gine and will be considered when calculating arequired derating by adding 2.5K to the ambienttemperature for every 1 kPa of the increased ex-haust gas back pressure after the turbine.Reference Conditions: lSO 3046-1: 2002; lSO 15550: 2002Air temperature TrK / C 298/ 25Air pressure prkPa 100Relative humidity r % 30Cooling water temperature upstream charge air cooler tcrK / C 298/ 25Diesel engine and operation2.2.4 Fuel oil consumption; lube oil consumptionStatus 03/2007 48/60B Page 2 - 630204-0401MD.fm2.2.4 Fuel oil consumption; lube oil consumption2.2.4.1 Fuel oil consumption Engine L+v 48/60B1200 kW/cyl., 500/514 rpm Table 2-7 Fuel consumption 48/60BEngine L+v 48/60CR1200 kW/cyl., 500/514 rpm Table 2-8 Fuel consumption 48/60CR Table 2-9 Additions to fuel consumptionFuel consumption (g/kWhj with HFO/MDO 1j L 48/60B v 48/60B% Load 100 85 2j75 50 25 100 85 2j75 50 25lSO reference conditions (see belowj178 175 2j178 186 203 176 173 2j176 184 2011j Tolerance for warranty + 5%2j Warranted fuel consumption at 85% MCRFuel consumption (g/kWhj with HFO/MDO 1j L 48/60CR v 48/60CR% Load 100 85 2j75 50 25 100 85 2j75 50 25lSO reference conditions (see belowj178 175 2j178 183 199 176 173 2j176 181 1971j Tolerance for warranty + 5%2j Warranted fuel consumption at 85% MCRAdditions to fuel consumption (g/kWhj% Load 100 85 75 50 25for one attached cooling water pump + 1.0 + 1.5 + 1.5 + 2.0 + 4.0for all attached L.O. pumps + 2.0 + 2.5 + 3.0 + 4.0 + 8.0for suction dredger operation + 2.0for operation with MGO + 2.0for exhaust gas back pressure after turbine > 30 mbarevery additional 1 mbar (0.1 kPaj + 0.05in case a charge air blow-off device isinstalledplease consult MAN DieselDiesel engine and operation2.2.4 Fuel oil consumption; lube oil consumption Page 2 - 64 48/60B Status 03/20070204-0401MD.fmTable 2-10 ldle running fuel consumptionTable 2-11 lSO reference conditionslMO Requirements:seesheetChapter6.3.1"Coolingwatersys-tem", Page 6-33lMO lnternational Marine organisationMARPOL 73/78; Annex vl; Regulation 13; NOxTechnical Code on Control of Emission of Nitro-gen Oxides from Diesel Engines2.2.4.2 Lube oil consumptionEngine 48/60B1200 kW/cyl.; 500/514 rpm Table 2-12 Total lube oil consumption L+v 48/60BSpecific lube oil consumption. . . . .0.8g/kWhNote!As a matter of principle, the lubricating oil con-sumption is to be stated as total lubricating oilconsumptionrelatedtothetabulatedlSOfull-loadoutput(seeChapter2.2.3"Outputs,speeds", Page 2-61j.ldle running fuel consumption (kg/hjNo. of cylinders 6L 7L 8L 9L 12v 14v 16v 18vSpeed 500/514 rpm 100 120 140 160 200 230 265 300lSO reference conditions (according to lSO 3046-1: 2002; lSO 1550 :2002jlntake air temperature TrC 25Barometric pressure prkPa 100Relative humidity r % 30Cooling water temp. bef. charge air cooler TcrC 25Net calorific value LCv kJ/kg 42,700Total lube oil consumption [kg/h| 1jNo. of cylinders 6L 7L 8L 9L 12v 14v 16v 18vSpeed 500/514 rpm 5.8 6.8 7.7 8.8 11.5 13.5 15.5 17.51j Tolerance for warranty + 20%Diesel engine and operation2.2.5 Planning dataStatus 09/2003 48/60B Page 2 - 650204-0501MD.fm2.2.5 Planning data2.2.5.1 Nominal values for cooler specification - L 48/60B1200kW/cyl.; 500/514 rpm 1jTolerance: +10% for rating coolers, -15% for heat re-covery2jlncluding separator heat (30kJ/kWhj3jBasic values for layout design of the coolers4jTolerancesofthepumpsdeliverycapacitiesmustbeconsidered by the manufacturer z = flushing oil of automatic filterNote!-capacities of prelubrication/postlubrication pumps seePage 6 - 21 and -capacitiesforpreheating/postcoolingpumpsseePage 6 - 36 Reference conditions: TropicAir temperatureC45Cooling water temp. before charge air cooler (LT stagej38Air pressurebar1Relative humidity% 50Number of cylinders - 6L 7L 8L 9LEngine output kW 7,200 8,400 9,600 10,800Heat to be dissipated 1jWater cooler cylinderkW760 885 1,015 1,140Charge air cooler HT-stage2,145 2,435 2,715 2,980Charge air cooler LT-stage 765 880 1,125 1,265Lube oil cooler + separator 2j925 1,080 1,235 1,390Cooling water fuel nozzles 16 19 21 24Heat radiation engine 231 269 308 346Flow rates 3jHT circuit (cylinder + charge air cooler HTstage jm3/h70 80 90 100Fuel nozzle cooling water 1.7 2.0 2.2 2.5LT circuit (lube oil + charge air cooler LT stagej 85 100 110 125Lube oil (4 bar before enginej 140 165 190 215Pumpsaj Free-standing 4j HT circuit cooling water (4.3barjm/h70 80 90 100Fuel nozzles (3.0barj 1.7 2.0 2.2 2.5LT circuit cooling water (3.0barj Depending on plant designLube oil (8.0barj140+z 165+z 190+z 215+zFuel supply (7.0barj 2.6 3.0 3.5 3.9Fuel booster (7.0barj 5.0 5.9 6.7 7.5bj AttachedLube oil (8.0barj variable speedm/h199 199 233 270Lube oil (8.0barj constant speed 199 199 233 270Diesel engine and operation2.2.5 Planning data Page 2 - 66 48/60B Status 09/20030204-0501MD.fm2.2.5.2 Temperature basis, nominal air and exhaust gas data - L 48/60B1200kW/cyl.; 500/514rpm1jTolerances: quantity 5%, temperature 20CReference conditions: TropicAir temperatureC45Cooling water temperature. before charge air cooler (LT-stagej38Air pressurebar 1Relative humidity% 50Number of cylinders - 6L 7L 8L 9LEngine output kW 7,200 8,400 9,600 10,800Temperature basisHT cooling water engine outletC90Cooling water inlet nozzles 60LT cooling water air cooler inlet 38Lube oil engine inlet 55Air dataTemperature of charge air at charge air cooler outlet C 54 55 55 56Air flow rate m3/h 44,600 52,000 59,400 66,800t/h 48.8 56.9 65.0 73.1Charge air pressure (absolutej bar 4.03Air required to dissipate heat radiation (enginej(t2 - t1 = 10Cjm/h 77,400 90,100 103,200 115,900Exhaust gas data 1jvolume flow (temperature turbocharger outletj m3/h 96,100 112,000 128,100 144,200Mass flow t/h 50,2 58,5 66,9 75,3Temperature at turbine outlet C 395Heat content (190Cj kW 3,075 3,590 4,100 4,615Permissible exhaust gas back pressure after turbochargermbar 2.5 < 11 >4< 14Pour Point winter qualityClSO 3016 < 0 < 0summer quality < 6 < 6Flash point Pensky Martens lSO 2719 > 60 > 60Total content of sediments lSO CD 10307 0.10 0.10Water content lSO 3733 < 0.3 < 0.3Sulphur content lSO 8754 < 2.0 < 2.0Ash content lSO 6245 < 0.01 < 0.03Coke residue (MCRj lSO CD 10370 < 0.30 < 2.5Cetane number-lSO 5165 > 35 > 35Copper-strip test lSO 2160 < 1 < 1vanadium contentmg/kgDlN 51790T2 0 < 100Content of aluminium and silicon lSO CD 10478 0 < 25visual inspection -1j-Other specifications:British Standard BS MA 100 -1987 Class M2 Class M3ASTM D 975 2D 4DASTM D 396 No. 2 No. 4Table 3-51 Marine Diesel Oil (MDOj - key properties to be adhered toQuality requirements of operating supplies3.7 Quality of Marine Diesel Fuel (MDOj Page 3 - 30 Status 03/20040302-0302AA.fmSupplementary informationAt transshipment facilities and in transit MDO ishandled like residual oil. Thus, there is the pos-sibility of oil being mixed with high-viscosity fueloilorlnterfuel,forexamplewithremaindersofsuch fuels in the bunkering boat, which may ad-versely affect the key properties considerably.Thefuelshallbefreeofusedlubricatingoil(ULOj.AfuelshallbeconsideredtobefreeofULO if one or more of the elements Zn, P and Caare below the specified limits (Zn: 15 ppm; P: 15ppm; Ca: 30 ppmj. ThePourPointindicatesthetemperatureatwhich the oil will refuse to flow. The lowest tem-perature the fuel oil may assume in the system,should lie approx. 10C above the pour point soas to ensure it can still be pumped.Therecommendedfuelviscosityattheinletofthe injection pump is 10 ... 14mm2/s.lf Blended MDOs (lSO-F-DMCj of differing bun-kering are being mixed, incompatibility may re-sultinsludgeformationinthefuelsystem,alargeamountofsludgeintheseparator,clog-gingoffilters,insufficientatomizationandalarge amount of combustion deposits. We wouldthereforerecommendtorundrythe respectivefuel storage tank as far as possible before bun-kering new fuel.Sea water, in particular, tends to increase corro-sion in the fuel oil system and hot corrosion ofexhaust valves and in the turbocharger. lt is alsothecauseofinsufficientatomizationandthuspoormixtureformationandcombustionwithahigh proportion of combustion residues.Solidforeignmatterincreasethemechanicalwear and formation of ash in the cylinder space.lf the engine is mainly run on Blended MDO i.e.lSO-F-DMC,werecommendtoprovideacen-trifugalseparatorupstreamofthefueloilfilter.Separatorthroughput65%withrelationtotherated throughput. Separating temperature 40 to50C. Solid particles (sand, rust, catalyst finesjand water can thus largely be removed and theintervals between cleaning of the filter elementsconsiderably extended.lnvestigationsFuelanalysesarecarriedoutinourchemicallaboratoryforourcustomersatcostprice.Forexaminationasampleofapprox.1 litreisre-quired.Quality requirements of operating supplies3.8 Quality of gas oil/Diesel fuel(MGOjStatus 03/2004Page 3 - 310302-0303AA.fm3.8 Quality of gas oil/Diesel fuel(MGOjOther designationsGas oil, Marine Gas Oil (MGOj, High Speed Die-sel Oil, Huile de Diesel.Diesel fuel is a medium class distillate of crudeoil which therefore must not contain any residualcomponents.SpecificationSuitability of the fuel depends on the conformitywith the key properties as specifiedhereunder,pertaining to the condition on delivery.Onestablishingthekeyproperties,thestand-ards of DlN EN 590 and lSO 8217-1996 (ClassDMAj,aswellasClMAC-2003weretakenintoconsideration to a large extent. The key propertyratings refer to the testing methods specified.1jDetermination of filter ability to DlN EN 116 is comparable to Cloud Point as per lSO 3015.2jL/v 20/27 engines require a cetane number of at least 45Property/featureUnit Test methodCharacteristic valueDensity at 15Ckg/m3lSO 3675 820.0 890.0Cinematic viscosity / 40C mm2/s lSO 3104 1.5 6.0Filter ability1j in summerin winterCDlN EN 116 0 -12Flash point Abel-Pensky in closed cruci-blelSO 1523 60Distillation range up to 350C % by volume lSO 3405 85Content of sediment (Extraction methodj % by weight lSO 3735 0.01Water content % by volume lSO 3733 0.05Sulphur content% by weightlSO 8754 1.5Ash lSO 6245 0.01Coke residue (MCRj lSO CD 10370 0.10Cetane number - lSO 5165 40 2jCopper-strip test - lSO 2160 1Other specifications:British Standard BS MA 100-1987 M1ASTM D 975 1D/2DTable 3-52 Diesel fuel oil (MGOj - key properties to be adhered toQuality requirements of operating supplies3.8 Quality of gas oil/Diesel fuel(MGOj Page 3 - 32 Status 03/20040302-0303AA.fmSupplementary informationUsing fuel oillf,incaseofstationaryenginesadistillatein-tendedforoilfiring(forinstanceFuelOilELtoDlN 51603 or Fuel Oil No 1 or No 2 according toASTM D-396, resp.j, is used instead of Diesel fu-el, adequate ignition performance and low-tem-peraturestabilitymustbeensured,i.e.therequirementsastopropertiesconcerningfilterability and cetane number must be met.lnvestigationsFuelanalysesarecarriedoutinourchemicallaboratoryforourcustomersatcostprice.Forexaminationasampleofapprox.1 litreisre-quired.Quality requirements of operating supplies3.9 Quality of Heavy Fuel Oil (HFOjStatus 06/2007Page 3 - 330302-0301AA.fm3.9 Quality of Heavy Fuel Oil (HFOjPrerequisitesMAN Diesel four-stroke engines can be operat-ed on any crude-oil based heavy fuel oil meetingthe requirements listed in Table 3-53, Page 3-35,provided the engine and the fuel treatment plantaredesignedaccordingly.lnordertoensureawell-balanced relation between the costs for fu-el,sparepartsandmaintenanceandrepairwork,werecommendbearinginmindthefol-lowing points.Heavy fuel oil (HFOjProvenance/refining processThe quality of the heavy fuel oil is largely deter-mined by the crude oil grade (provenancej andthe refining process applied. This is the reasonwhyheavyfueloilsofthesameviscositymaydifferconsiderably,dependingonthebunkerplaces.Heavyfueloilnormallyisamixtureofresidueoilanddistillates.Thecomponentsofthemixtureusuallycomefromstate-of-the-artrefining processes such as visbreaker or catalyt-ic cracking plants. These processes may have anegative effect on the stability of the fuel and onits ignition and combustion properties. ln the es-sence,thesefactorsalsoinfluencetheheavyfuel oil treatment and the operating results of theengine.Bunkerplaceswhereheavyfueloilgradesofstandardised quality are offered should be givenpreference. lf fuels are supplied by independenttraders,itistobemadesurethatthese,too,keep to the international specifications. The re-sponsibilityforthechoiceofappropriatefuelsrests with the engine operator.SpecificationsMineraloilcompanieshaveinternallyestab-lished specifications for heavy fuel oils, and ex-perienceshowsthatthesespecificationsareobserved worldwide and are within the limits ofinternationalspecifications(e.g.lSO8217,ClMAC,BritishStandardsMA-100j.Asarule,theenginebuildersexpectthatfuelssatisfyingthese specifications are being used.The fuel specifications given in Table 3-53, Page3-35,arecategorisedbyviscosityandgrade,and make allowance for the lowest-grade crudeoil offered worldwide and for the most unfavour-able refining processes. The specifications havebeencoordinatedbetweenthelnternationalStandard Organisation (lSOj, the British Stand-ardslnstitute(BSlj,theassociationofenginebuilders (ClMACj and the lnternational Chamberof Shipping (lCSj.BlendsThe admixing of engine oils (used oilsj, of non-mineral oil constituents (such as coal oilj and ofresidual products from refining or other process-es (such as solventsj is not permitted. The rea-sonsare,forexample:theabrasiveandcorrosive effects, the adverse combustion prop-erties, a poor compatibility with mineral oils and,last but not least, the negative environmental ef-fects.Theorderletterforthefuelshouldex-presslymentionwhatisprohibited,asthisconstraint has not yet been incorporated in thecommonly applied fuel specifications.The admixing of engine oil (used oilj to the fuelinvolves a substantial danger because the lubeoil additives have an emulsifying effect and keepdirt, water and catfines finely suspended. There-fore,theyimpedeorprecludethenecessarycleaningofthefuel.Weourselvesandothershave made the experience that severe damageinducedbywearmayoccurtotheengineandturbocharger components as a result.Quality requirements of operating supplies3.9 Quality of Heavy Fuel Oil (HFOj Page 3 - 34 Status 06/20070302-0301AA.fmA fuel shall be considered to be free of used lu-bricating oil if one or more of the elements Zn, Pand Zn are below the specific limits (Zn: 15 ppm;P: 15 ppm; Ca: 30 ppmj.The admixing of chemical waste materials (suchas solventsj to the fuel is for reasons of environ-mental protection prohibited by resolution of thelMO Marine Environment Protection Committeeof 1 Jan. 92.Leaked oil collectorsLeakedoilcollectorsintowhichleakedoilandresiduepipesaswellasoverflowpipesofthelube oil system, in particular, must not have anyconnectiontofueltanks.Leakedoilcollectorsshould empty into sludge tanks.SpecificationsFortheusabilityoffuelsofcertainspecifica-tions, is valid. ln Table 3-53, Page 3-35, the limitvalues to be complied with in each case are stat-ed. The heavy fuel oils lSO F-RMK 35/45/55, with amaximumdensityof1010kg/m3,canonlybeused if appropriate modern separators are avail-able.ln case of engine operation with fuel water emul-sion (FWEj a max. viscosity for the basic fuel of380 cSt is allowed.ln the fuel ordering form, the limit values as perTable 3-53, Page 3-35, which have an influenceon the engine operation, should be specified, forexampleinthebunkeringorcharterclause.Please note the entries in the last column of Ta-ble 3-53, Page 3-35, because they provide im-portant background informationlmportantFuel oil characteristics as stated in analysis re-sults-eveniftheymeettheabovementionedrequirements - may be not sufficient for estimat-ing the combustion properties of the fuel oil. Thismeans that service results depend on oil proper-tieswhichcannotbeknownbeforehand.Thisespeciallyappliestothetenden