Technical Project Guide Marine Application Part 1 - General

Technical Project Guide 

Marine Application 

Part 1 - General

MTU Friedrichshafen GmbH 

Ship Systems Technology 

Commercial 

D-88040 Friedrichshafen 

Germany 

Phone +49 7541 90 - 0 

www.mtu-friedrichshafen.com 

Assistance: 

MTG Marinetechnik GmbH 

D-22041 Hamburg 

Germany 

MTG Ref.: 679/335/2100 - 001 

Phone +49 40 65 803 - 0 

www.mtg-marinetechnik.de 



Part 1 - General 

June 2003 

Revision 1.0 

The illustrations herein are presented with kind permission of the companies listed below. 

Rolls-Royce AB www.rolls-royce.com 

S-681 29 Kristinehamn Sweden 

Schottel GmbH & Co. KG www.schottel.de 

D-56322 Spay/Rhein Germany 

Voith Schiffstechnik GmbH & Co. KG www.voith-schiffstechnik.de 

D-89522 Heidenheim Germany 

ZF Marine GmbH www.zf-marine.com 

D-88039 Friedrichshafen Germany 

TPG-General.doc 06.2003 

Rev. 1.0

USER INFORMATION 

User Information 

This –Technical Project Guide- is supposed to give the user general references for the 

planning, design and the arrangement of propulsion plants and on-board power generation 

plants. Precise information on the different diesel engine series are to be taken from the 

specific engine parts. 

Following engine parts are planned/available: 

Technical Projekt Guide 


Part 1 - General 

+ 

+ 

+ 



Part 2 - Engine Series 2000 







(later on) 

TPG-General.doc Page I 06.2003 

Rev. 1.0

CONTENTS 

Contents 

Chapter Title Page 

1 GENERAL 1-1 

1.1 Introduction 1-1 

1.2 Designations 1-2 

1.3 Special Documents Presented 1-3 

2 DEFINITION OF APPLICATION GROUPS 2-1 

2.1 General 2-1 

2.2 Marine Main Propulsion and Auxiliary Propulsion Plants 2-2 

2.3 On-Board Electric Power Generation/Auxiliary Power 2-2 

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 Load Profile 3-3 

3.4 Time Between Major Overhauls (TBO) 3-4 

4 FLUIDS AND LUBRICANTS SPECIFICATION 4-1 

4.1 General 4-1 

4.2 MTU Approved Fuels 4-1 

5 ENGINE PERFORMANCE DIAGRAM 5-1 

6 PROPULSION, INTERACTION ENGINE WITH APPLICATION 6-1 

6.1 Propulsor 6-1 

6.1.1 Abbreviations 6-1 

6.1.2 Propulsive Devices (Overview) 6-3 

6.1.3 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 (FPP or CPP) 6-12 

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 

TPG-General.doc Page II 06.2003 

Rev. 1.0

CONTENTS 

Contents 


6.4 Propeller and Performance Diagram 6-26 

6.4.1 Driving Mode 6-26 

6.4.2 Fixed Pitch Propeller (FPP) 6-29 

6.4.3 Controllable Pitch Propeller (CPP) 6-31 

6.5 Waterjet and Performance Diagram 6-36 

6.5.1 Geometry and Design Point 6-36 

6.5.2 Estimation of Size and Shaft Speed 6-41 

6.6 Fuel Consumption 6-42 

6.6.1 General Assumptions 6-42 

6.6.2 Operating Profile 6-44 

6.6.3 Fuel Consumption at Design Condition 6-49 

6.6.4 Cruising Range 6-50 

6.6.5 Endurance at Sea 6-51 

6.6.6 Calculating Examples 6-52 

6.6.6.1 Example Data (Series 2000) 6-52 

6.6.6.2 Fuel consumption at design condition 6-54 

6.6.6.3 Fuel tank volume for a range of 500sm at 18kn 6-55 

6.6.6.4 Theoretical cruising range at 12kn and fuel tank volume of 5m 3 6-56 

6.6.6.5 Annual fuel consumption for an operating profile 6-57 

6.6.6.6 Correcting the lower heating value 6-58 

6.7 Generator Drive 6-59 

7 APPLICATION AND INSTALLATION GUIDELINES 7-1 

7.1 Foundation 7-1 

7.2 Engine/Gearbox Arrangements 7-2 

7.2.1 Engine with Flange-Mounted Gearbox (F-Drive) 7-2 

7.2.2 Engine with Free-Standing Gearbox, V Drive Inclusive 7-3 

7.3 Generator Set Arrangement 7-6 

7.3.1 Engine with Free-Standing Generator 7-6 

7.3.2 Engine with Flange-Mounted Generator 7-7 

7.4 System Interfaces and System Integration 7-8 

7.4.1 Flexible Connections 7-8 

7.4.2 Combustion Air and Cooling/Ventilation Air Supply 7-11 

7.4.2.1 Combustion-air intake from engine room 7-11 

7.4.2.2 Combustion-air intake directly from outside 7-11 

7.4.2.3 Cooling/ventilation air system 7-11 

7.4.3 Exhaust System 7-12 

7.4.3.1 Arrangements, support and connection for pipe and silencer 7-12 

7.4.3.2 Underwater discharge (with exhaust flap) 7-13 

7.4.3.3 Water-cooled exhaust system 7-14 

TPG-General.doc Page III 06.2003 

Rev. 1.0

CONTENTS 

Contents 


7.4.4 Cooling Water System 7-15 

7.4.4.1 Cooling water system with engine-mounted heat exchanger 7-15 

7.4.4.2 Cooling water system with separately-mounted heat exchanger 7-16 

7.4.4.3 Central cooling water system 7-17 

7.4.5 Fuel System 7-18 

7.4.5.1 General notes 7-19 

7.4.5.2 Design data 7-19 

7.4.6 Lube Oil System 7-22 

7.4.7 Starting System 7-23 

7.4.7.1 Electric starter motor 7-23 

7.4.7.2 Compressed-air starting, compressed-air starter motor 7-24 

7.4.7.3 Compressed-air starting, air-in-cylinder 7-25 

7.4.8 Electric Power Supply 7-28 

7.5 Safety System 7-29 

7.6 Emission 7-30 

7.6.1 Exhaust Gas Emission, General Information 7-30 

7.6.2 Acoustical Emission, General Information 7-32 

7.6.2.1 Airborne noise level 7-32 

7.6.2.2 Exhaust gas noise level 7-34 

7.6.2.3 Structure-borne noise level 7-35 

7.7 Mounting and Foundation 7-42 

7.8 Acoustic Enclosure/Acoustic Case 7-43 

7.9 Mechanical Power Transmission 7-44 

7.10 Auxiliary Power Take-Off 7-47 

7.11 Example Documents 7-48 

8 STANDARD ACCEPTANCE TEST 8-1 

8.1 Factory Acceptance Test 8-1 

8.2 Acceptance Test According to a Classification Society 8-1 

8.2.1 Main Engines for Direct Propeller Drive: 8-1 

8.2.2 Main Engines for Indirect Propeller Drive 8-1 

8.2.3 Auxiliary Driving Engines and Engines Driving Electric Generators 8-1 

8.3 Example Documents 8-2 

9 CONTROL, MONITORING AND DATA ACQUISITION (LOP) 9-1 

9.1 Standard Monitoring and Control Engine Series 2000/4000 9-1 

9.2 Engine Governing and Control Unit ECU-MDEC 9-2 

9.3 Engine Monitoring Unit EMU-MDEC Separate Safety System 9-2 

9.4 Local Operating Panel LOP-MDEC 9-2 

9.5 Propulsion Plant Management System Version 9-3 

9.5.1 Manufacturer Specification 9-3 

9.5.2 Classification Society Regulation 9-4 

TPG-General.doc 

Rev. 1.0 

Page IV 06.2003

CONTENTS 

Contents 


10 MAINTENANCE CONCEPT / MAINTENANCE SCHEDULE 10-1 

10.1 Reason for Information 10-1 

10.2 Advantages of the New Maintenance Concept: 10-1 

10.3 New Maintenance Schedule: 10-1 

10.3.1 Cover Sheet 10-1 

10.3.2 Maintenance Schedule Matrix 10-2 

10.3.3 Task List 10-3 

11 ASSEMBLING INSTRUCTIONS (LIFTING, TRANSPORTATION) 11-1 

12 TRANSPORTATION, STORAGE, STARTING 12-1 

13 PILOT INSTALLATION DESCRIPTION (PID) 13-1 

TPG-General.doc Page V 06.2003 

Rev. 1.0

List of Figures 


Figure Title Page 

Figure 1.2.1: Engine designations (sides, cylinders, direction of rotation) 1-2 

Figure 1.3.1: Structure of the MTU EXTRANET 1-3 

Figure 3.3.1: Typical Standard Load Profiles 3-3 

Figure 3.4.1: TBO definition of MTU 3-4 

Figure 4.2.1: Fuel specification 4-1 

Figure 4.2.1: Structure of the performance diagram 5-1 

Figure 4.2.2: Engine performance diagram 5-3 

Figure 4.2.3: Monohull 5-4 

Figure 4.2.4: Semi-planing boat hull = high speed monohull with medium displacement 5-4 

Figure 4.2.5: Multihulls = catamarans, trimarans, 5-5 

Figure 4.2.6: Semi-planing boat hull = high speed monohull with low displacement 5-5 

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: Influence of change in resistance on effective power curve (example) 6-19 

Figure 6.3.2: From effective to delivered power curve (example) 6-20 

Figure 6.3.3: Effect of change in resistance on delivered power curve (example) 6-21 

Figure 6.3.4: 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: Choosing a design point for a fixed pitch propeller 6-29 

Figure 6.4.4: CPP characteristic in a typical diesel engine performance diagram 6-31 

Figure 6.4.5: Controllable pitch propeller design point 6-32 

Figure 6.4.6: Example: Single shaft operation with CPP 6-34 

Figure 6.4.7: Example: Constant speed generator in operation with CPP 6-35 

Figure 6.5.1: Waterjet 6-36 

Figure 6.5.2: Waterjet design point (Diagram has limited use for waterjet design) 6-37 

Figure 6.5.3: Platform with pump 6-38 

Figure 6.5.4: Waterjet performance diagram 6-39 

Figure 6.5.5: Estimating the size of a waterjet (inlet duct diameter) 6-41 

Figure 6.5.6: Estimating the design impeller speed of a waterjet 6-41 

TPG-General.doc Page VI 06.2003 

Rev. 1.0




Figure 6.6.1: Examples of operating profiles (freighter, fast ferry, OPV) 6-45 

Figure 6.6.2: Examples of operating profiles (freighter, fast ferry, OPV) 6-46 

Figure 6.7.1: Power definition 6-60 

Figure 6.7.1: Engine room arrangement, minimum distance 7-1 

Figure 7.2.1: Engine with flange-mounted gearbox 7-2 

Figure 7.2.2: Engine with free-standing gearbox 7-3 

Figure 7.2.3: Engine with free-standing gearbox and universal shaft, V drive arrangement 7-5 

Figure 7.3.1: Engine with free-standing generator 7-6 

Figure 7.3.2: Engine with flange-mounted generator 7-7 

Figure 7.4.1: Connection of rubber bellows 7-10 

Figure 7.4.2: Cooling water system with engine-mounted heat exchanger (Split-circuit cooling 

system) 7-15 

Figure 7.4.3: Cooling water system with separately-mounted heat exchanger (e.g. keel cooling) 

7-16 

Figure 7.4.4: Central cooling water system 7-17 

Figure 7.4.5: Fuel System 7-18 

Figure 7.4.6: Evaluation value for max. fuel inlet temperature 7-20 

Figure 7.4.7: Lube oil system 7-22 

Figure 7.4.8: Starting system with pneumatic starter motor 7-25 

Figure 7.4.9: Starting system with air-in-cylinder starting 7-26 

Figure 7.4.10: Electric power supply 7-28 

Figure 7.6.1: Limitation of NOx-emission (IMO) 7-30 

Figure 7.6.2: Test cycle for “Constant Speed Main Propulsion” application (including diesel 

electric drive and variable pitch propeller installation) 7-31 

Figure 7.6.3: Test cycle for “Propeller Law operated Main and Propeller Law operated Auxiliary 

Engines” application 7-31 

Figure 7.6.4: Test cycle for “Constant Speed Auxiliary Engine” application 7-31 

Figure 7.6.5: Test cycle for “Variable Speed, Variable Load Auxiliary Engine” application 7-31 

Figure 7.6.6: Engine surface noise analysis (example) 7-33 

Figure 7.6.7: Undamped exhaust gas noise analysis (example) 7-34 

Figure 7.6.8: Single resilient mounting system with shock 7-37 

Figure 7.6.9: Double resilient mounting system for extreme acoustic requirements 7-39 

TPG-General.doc Page VII 06.2003 

Rev. 1.0




Figure 7.6.10: Examples for different “Quiet Systems”, structure-borne noise levels below the 

resilient mountings (e.g. diesel engine 20V 1163) 7-40 

Figure 7.6.11: Structure borne noise analysis at engine feet, above rubber mounts (example) 7-41 

Figure 7.9.1: Combined diesel engine and diesel engine 7-44 

Figure 7.9.2: Combined diesel engine and diesel engine with separate gear compartment 7-44 

Figure 7.9.3: Combined diesel engine or gas turbine 7-45 

Figure 7.9.4: Combined diesel engine and gas turbine 7-45 

Figure 7.10.1: Power take-off (PTO), gear driven 7-47 

Figure 9.5.1: Propulsion Plant Management System version in accordance with manufacturer 

specification 9-3 

Figure 9.5.2: Propulsion Plant Management System version in compliance with classification 

society regulations 9-4 

Figure 10.3.1: Example of a maintenance schedule matrix 10-2 

Figure 10.3.2: Example task list 10-4 

TPG-General.doc Page VIII 06.2003 

Rev. 1.0

1 GENERAL 

1.1 Introduction 

1 General 

MTU Friedrichshafen in Germany and Detroit Diesel Corporation in the USA, two 

DaimlerChrysler Group companies, have combined their off-highway operations. With 

product ranges of MTU and DDC plus Mercedes-Benz engines under one roof, a worldleading 

supplier of engines and systems for the marine, rail, power generation, heavy-duty 

military and commercial-vehicle as well as agricultural and construction-industry 

machinery sectors has been created. All marine engines are under the brand “MTU”. 

Especially within the shipping sector the company has established a long and successful 

partnership with hundred thousands of engines in operation around the globe on all seas. 

Based on its innovative capabilities, its reliability 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 diesel engines in the 200 to 9000 kW power range 

(for more information refer to publication “SALES PROGRAM MARINE”). 

This publication has been compiled as a source of information only. It contains generally 

applicable notes for planning and installation of marine propulsion plants and electric 

power plants. 

Non-standard design requirements (i.e. applicable to the design of individual components 

or entire systems) such as may be 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. 

Project-related or contract-related specifications take precedence over the general 

information appearing in this publication, because the project-specific or contract-specific 

data are of course applicable to the particular application and the overall propulsion 

concept. 

TPG-General.doc Page 1-1 06.2003 

Rev. 1.0

1.2 Designations 


The DIN 6265 respectively ISO 1204 designations are used to identify the sides and 

cylinders of MTU engines. Details are explained in Figure 1.2.1. 

Figure 1.2.1: Engine designations (sides, cylinders, direction of rotation) 

� Driving end = KS (Kupplungsseite) 

� Free end = KGS (Kupplungsgegenseite) 

� Left-bank cylinders = A1, A2, A3, ..., A7, A8 

� Right-bank cylinders = B1, B2, B3, ..., B7, B8 


Rev. 1.0

1.3 Special Documents Presented 


Specific information and documents are found in the MTU EXTRANET. The structure of the 

EXTRANET with its essential components is represented in the following diagram. 

Figure 1.3.1: Structure of the MTU EXTRANET 

Back to Start of Chapter Back to Contents 


Rev. 1.0

2 DEFINITION OF APPLICATION GROUPS 

2.1 General 

3 Specification of Power and 

Reference Condition 

In addition to general application by usage, e.g. marine vessel, the particular application 

must be taken into account for selecting the correct engine. 

The choice of the application group determines the maximum possible 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 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 (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- and 

– 10 Maintenance Concept / Maintenance Schedule-. 

If no specific load profile information is available from the operator, the selection of the 

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 engines and marine auxiliary engines and engines for the on-board supply of 

electricity. The following application groups are subdivided into in detail. 


Rev. 1.0



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, 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, 

fan drive for Surface Effect Ships 

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 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. 

2.3 On-Board Electric Power Generation/Auxiliary Power 

3A Electric power generation, continuous duty (no time restriction), e.g. dieselelectric 

drive, diesel-hydraulic drive or drive for fire fighting pumps 

3C Electric power generation for onboard standby power generation, e.g. 

emergency power supply or drive for emergency fire fighting pumps 



Rev. 1.0



3 SPECIFICATION OF POWER AND REFERENCE CONDITION 

3.1 Definition of Terms 

The available power for a specific 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 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 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 engine output flange. 

The 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. 

Fuel stop power of the engines in application group 1DS cannot generally be 

classified. 

Some classification societies accept the certification of 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 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 works acceptance test 

• Acceptance test in accordance with classification society regulations under supervision 

of the customer 

As a rule, marine main propulsion engines are supplied with power limited to fuel-stop 

power as specified in the Sales Program. 


Rev. 1.0

3.1.2 ISO Standard Power Exceedable by 10 % (ICXN) 



The rated power of marine onboard power generation of application group 3A and 3C 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 engine 

power. The reference conditions are specified in the Sales Program and on the applicable 

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 % 

Charge air coolant temperature : 25 °C (298 K) 


Rev. 1.0

3.3 Load Profile 



The load profile is a projection of the engine operating routine. The following standard load 

profiles have been established in the past, based on accumulated field experience with 

specific vessels and a huge number of recorded load profiles. 

Application Group 

1A 

(all engines except 4000 M60R) 

1A 

for V4000M60R only 

applied power 

in % of rated power 

Standard Load Profile 

operating time in % 

100 10 

80 50 

60 20 

< 15 20 

100 20 

90 70 

< 15 10 

1B 

100 75 

up to and incl. Series 4000 < 15 25 

1B 

above Series 4000 

1DS 

Figure 3.3.1: Typical Standard Load Profiles 

100 3 

85 82 

< 15 15 

100 10 

70 70 

< 10 20 

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 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) will shorten the time 

between maintenance intervals. 


Rev. 1.0

3.4 Time Between Major Overhauls (TBO) 



Up to now, the TBO for diesel engines is not specified in any international standard. 

Therefore each engine manufacturer uses his own definition for TBO. 

Failure rate 

Early failures 1 

TBO MTU 

Figure 3.4.1: TBO definition of MTU 

Maintenance Echelon W6 

Random failures Wearout failures 

1 Probable start-up failures 

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 engine replacement. 

This time span is theoretically reached, if a probability of wear-out failures exceeds 1% (socalled 

B1 definition). This means that an MTU 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 engine manufacturers 

Operating time 

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 engines do not reach the pre-defined TBO without major 

failure. 


Rev. 1.0

Load Profile Recorder 



Most 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 engine parameters. 

The load profile could be downloaded from the Electronic Engine Management System and 

analysed. In case of significant deviations between the recorded load profile and the 

assumed load profile, the TBO could be revised. 

The finally applicable TBO will also take into account the actual engine condition as a 

result of installation conditions, quality of fluids and lubricants and service. 



Rev. 1.0

4 FLUIDS AND LUBRICANTS SPECIFICATION 

4.1 General 

4 Fluids and Lubricants 

Specification 

The fluids and lubricants used in an 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 engine operation and 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 engine) 

The MTU approved fluids and lubricants as well as the requirements which they must 

satisfy are listed in the currently applicable MTU Fluids and Lubricants Specification. 

MTU Fluids and Lubricants Specification (A001061/..) is available. 

An operator wishing to use a fluid or lubricant that is not included in the Fluids and 

Lubricants Specification must consult MTU. 

4.2 MTU Approved Fuels 

EN 590 

MGO/MDO according ISO 8217 

DM DMA DMB DMC 

Density at 15°C kg/m 3 880-890 900 920 

Lower calorific value kJ/kg 

Figure 4.2.1: Fuel specification 

( under preparation ) 



Rev. 1.0

5 ENGINE PERFORMANCE DIAGRAM 

5 Engine Performance Diagram 

The engine performance diagram serves as the basis for a number of calculations, but one 

of its most important functions is to indicate the speed and power limits that must be 

observed for propeller and waterjet design. 

Engine power 

[kW] 

Min. engine 

Speed (low idle) 

Limit of MCR 

Power surplus 

(acceleration reserve) 

Figure 4.2.1: Structure of the performance diagram 

I 

II 

UMBL 

Speed band of 

constant power 

Propeller curve 

= power demand (P ~ n³) 

Nominal power = 100% 

Nominal speed = 100% 

Engine speed 

[rpm] 

I –II : Status, sequential turbocharging 

II UMBL : The engine operating values can be further optimized by employment of some 

blowing over facilities within the ATL-connection (ATL = tubocharger). After 

connection of the second ATL, air charge is blown over to the exhaust line 

controlled by the 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 loadingpressure 

and consequently an improvement of the engine operating values is 

obtained. 


Rev. 1.0 

II 

ATL switching border line

Base for the layout of the performance diagram: 

• Application group (1A, 1B, 1DS) 

• Reference conditions 

• Definition of power rating and fuel consumption 

• Time between overhauls/operating load profile 


The engine performance diagram shows engine power plotted against engine speed. It also 

includes the specific fuel consumption curves and operating-speed range limits, along with 

all other boundary conditions. Figure 4.2.2 shows a representative engine power diagram. 


Rev. 1.0

Figure 4.2.2: Engine performance diagram 



Rev. 1.0


There are different power/speed demand curves depending on difference hull shapes: 

Figure 4.2.3: Monohull 

Figure 4.2.4: Semi-planing boat hull = high speed monohull with medium 

displacement 


Rev. 1.0

Figure 4.2.5: Multihulls = catamarans, trimarans, 


Figure 4.2.6: Semi-planing boat hull = high speed monohull with low displacement 



Rev. 1.0

6 Propulsion, Interaction Engine 

with Application 

6 PROPULSION, INTERACTION 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). 

Figure 6.1.1: Scheme of a propulsive unit (side view) 

Symbol 

P D 

Propeller 

ITTC 

Name 

Definition or Explanation 

SI Unit 

B Fuel consumption m 3 /h 

D * Propeller diameter M 

Hu Lower heating value or lower 

caloric value 

Lower heating value of fuel 

(preferred value 42800 kJ/kg) 

PB * Brake power Power at output flange of the diesel engine, 

power delivered by primer mover. 

PD * Delivered power or propeller 

power, propeller load 

PE * Effective power or resistance 

power 


Rev. 1.0 

kJ/kg 

Power at propeller flange. W 

Power for towing a ship. W 

PS * Shaft power Power measured on the shaft. Power 

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 

thrust 

P S 

P B 

Gearbox 

Diesel Engine 

W 

W 

N

Symbol 

Name 



Definition or Explanation 

be Specific fuel consumption within MTU often used as SFC 

( alternative dimension g/kWh) 

f Electrical power supply 

frequency 

n Shaft speed, rate of revolution (diesel engine, gearbox, propulsor) 

alias rpm in several propulsor applications 

SI Unit 

kg/kWh 

(g/kWh) 

p Number of generator pole pairs --- 


Rev. 1.0 

Hz 

1/s 

(rpm) 

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/m 3 ) kg/m 3 

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) 

---

6.1.2 Propulsive Devices (Overview) 



The duty of a propulsive unit is to convert the power of the diesel engine into propulsive 

thrust. A propulsive device can be a: 

Fixed Pitch Propeller 

(FPP) 

Controllable Pitch 

Propeller (CPP) 

Waterjet 

Type General Characteristics 

Ease of manufacture 

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: reversing gear needed 

Constant or variable speed operation 

Blade root is restricted by palm dimensions 

Mechanical complexity 

Restriction on blade area to maintain reversibility 

Can accommodate multiple operating conditions 

Increased manoeuvrability 

Gearbox: if fully reversible no reversing gear needed 

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: no reversing gear needed, but usually used to 

allow back flushing of water (reverse mode) 


Rev. 1.0

Rudderpropeller 

Cycloidal Propeller 

Twin-Propeller 

Podded Propulsion 

Type General Characteristics 



Good directional control of thrust 

Increased mechanical complexity 

Avoids need for rudder 


Can employ ducted or non ducted FPP or CPP types 

Low speed range (approx.


(FPP) 



Waterjet 



Type Typical Arrangements 




Rev. 1.0



Type Typical Arrangements 




Rev. 1.0


(FPP) 



Waterjet 

Type Manoeuvring Characteristics 



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: free standing, flange mounted, 

V-drive arrangement. 

Rudder: needed. 

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: free standing, flange mounted. 

Rudder: needed. 

Power demand: fixed relation between shaft speed and 

diesel engine power. Small dependence 



Astern: reversing bucket (optional). 

Control: hydraulic power pack for steering and 

reversing bucket. 

Gearbox: free standing, flange mounted. 

Rudder: if no steering equipment at waterjet. 


Rev. 1.0





Type Manoeuvring Characteristics 







Astern: turning the propeller pod. 

Control: hydraulic power pack for steering. 

Gearbox: standard. 

Rudder: no need. 

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. 







Astern: turning the propeller pod. 




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. 



Rev. 1.0

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, where at the pumps will generate the main part 

of the losses. 

P 

η = in (---) (E- 6.1.1) 

D 

m 

PB 

PB = diesel engine brake Power 

PD = delivered Power 

ηm = mechanical efficiency 

At the design point the following approximations can be used: 

ηm = 0.98 non reversible gearbox 

ηm = 0.97 reversible gearbox 

Information about the losses in the gearbox must be provided by the manufacturer. 

The diesel engine has to deal with two different kinds of mechanical 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 (



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. 

Skew 

Diameter 

Rotation 

Figure 6.2.1: Scheme of propeller geometry (skew and rake) 

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 can only realize a somewhat smaller area 

ratio than a FPP. 


Rev. 1.0 

Hub



The expression (P/D) is the commonly used pitch ratio. Alternatively the pitch angle θ can 

be given. With 

D = 2R 

and 

r 

x = (dimensionless radius) 

R 

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. 

Θ = arc tan 

−1 

⎛ P ⎞ 

⎜ D ⎟ 

⎜ xπ 

⎟ 

⎝ ⎠ 


Rev. 1.0

6.2.2 Propeller Type Selection (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 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 

mechanical complex CPP and the FPP 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. 

Rudder 

Figure 6.2.2: Propeller clearance 

b 

a 

Propeller Clearance 

a ≥ 0.25D 

b ≥ 0.20D 


Rev. 1.0 

D



To determine the propeller diameter (D) for a certain delivered power (PD) at a propeller 

speed (n) and a ship speed (v) is a complex routine. For the Wageningen B-Series 

propellers there are some calculation procedures available, which can be found in the 

literature with all necessary assumptions that have to be made. 

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. 

A few words to 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. 


Rev. 1.0

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. 1.0

Twin shaft: (looking from aft at propeller) 

FPP (fixed pitch propeller) 



Port side: counter clockwise Starboard: clockwise 

CPP (controllable pitch propeller) 

Port side: clockwise Starboard: counter clockwise 

For those who are still eager to hear a few words about the reasons for doing so, here 

are some explanations from literature. 

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 screw): 

For a single screw ship 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 


Rev. 1.0



fixed 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 screw): 

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 outward turning. 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. 1.0

6.2.4 Selection of Propeller Blade Number 



Blade numbers generally range from two 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 dependent on the blade 

number. 


Rev. 1.0



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 T 

= R ⋅ v in (kW) (E- 6.3.1) 

PE = effective Power 

RT = total resistance 

v = ship speed 

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: 

• new ship, clean hull 

• sea state 0-1 (calm water), wind Beaufort 2-3 

• load condition (defined, e.g. full load) 

• no current 

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). 

P 

η = in (---) (E- 6.3.2) 

E 

D 

PD 

ηD = propulsive efficiency 

PE = effective Power 

PD = delivered Power 


Rev. 1.0

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). 

D 

O 

H 

R 



η = η ⋅ η ⋅ η in (---) (E- 6.3.3) 

The effective power varies not only with ship speed (v). Environmental conditions (wind, 

sea state), hull roughness (clean, fouling) and actual load condition of the ship have to be 

taken into consideration (Figure 6.3.1). 

Effective Power PE 

ship speed difference 

at const. Pow er (P E ) 

pow er difference at 

const. Speed (v) 

Ship Speed (v) 

effective pow er curve 

(in service) 

effective pow er curve 

(clean hull) 

Figure 6.3.1: Influence of change in resistance on effective power curve (example) 


Rev. 1.0

Delivered Power (P D) 

Effective Power Curve 

Propeller Design 



The result of the propeller design can be presented in a bunch of diagrams. 


Effective Power (P E) 

Delivered Power (P D) 


Propeller Speed (n) 

Figure 6.3.2: From effective to delivered power curve (example) 

As Required 

On the basis of a defined effective power curve 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 6.3.2. shows some examples. 

The diagram with the propeller speed (n) as abscissa has the advantage that the 

performance diagram of the diesel engine can be plotted in also. 


Rev. 1.0 

As Required 

user defined



Every change in the effective power curve will be seen in the propeller curve also. The 

example in Figure 6.3.3 shows that due to the cubic characteristic of the propeller curve 

small changes can have great effects. 

Delivered Power PD 

propeller speed difference 

at const. Pow er (P D ) 


propeller curve 

(in service) 

pow er difference at const. 



(clean hull) 

Figure 6.3.3: Effect of change in resistance on delivered power curve (example) 

Although the curves in Figure 6.3.1 and Figure 6.3.3 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. 1.0



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 a bunch of propeller curves (Figure 6.3.4). The propeller curve will be 

influenced by the ship (effective power) and the propeller pitch. 

Delivered Power PD 

CPP (Controllable Pitch Propeller) 

design pitch 

constant ship speed 

propeller curves = lines of constant pitch 


pitch increases 

Figure 6.3.4: 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. 1.0

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. 

⎛ PD 

design ⎞ 

PD = ⎜ ⎟ ⋅ n 

⎜ 3 

n ⎟ 

⎝ P design ⎠ 

⎛ PB 

design ⎞ 

PB = 

⎜ ⋅ n 

3 

n ⎟ 

⎝ design ⎠ 

3 

3 

prop 

PD = delivered power 

nprop = propeller speed 

fixed propeller geometry 

PB = diesel engine brake power 

n = diesel engine speed 

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 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. 1.0

Something to remember: Cubical propeller curve, why n 3 ? 

• 

V = c ⋅ A = c ⋅ π ⋅ 

c 

This leads to : 

• 

V 

P ~ n 

or 

= π ⋅ n ⋅D 

~ n 

P ~ c 

⋅ D 

3 

3 

3 

∆p 

= ρ ⋅ c 

• 

⋅ D 

2 

P = ∆p 

⋅ V 

The result : 

5 

⋅ D 

2 

2 

D 

2 

4 



V = volume flow 

A =propeller disc area 

c = flow speed 

D = propeller diameter (constant for a given design) 

Bernoulli equation (c1=0) 

p = pressure 

P = power 

theoretical propeller curve 

power is proportional to n 3 (propeller speed) 

power is proportional to v 3 (ship speed) 


Rev. 1.0

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. 

P 

or 

P 

R 

⋅ v ⋅ 0. 

5144 

T 

B = in (kW) (E- 6.3.4) 

ηD 

⋅ ηm 

P 

E 

B = in (kW) (E- 6.3.5) 

ηD 

⋅ ηm 

PB = total diesel engine brake power in kW 

PE = effective 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) 

ηD = propulsive efficiency 

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 break power (PB) for the ship. This value must be 

distributed onto the desired number of diesel engines. 


Rev. 1.0



6.4 Propeller and Performance Diagram 

6.4.1 Driving Mode 

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 (see Figure 6.3.2, 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. 

Brake Power PB in ( % ) Rated Power 

120 

110 

100 

90 

80 

70 

60 

100% = rated pow er 

100% = rated speed 

MCR curve 1 

MCR curve 2 

5 


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 

Hydrodynamical and geometrical aspects (Figure 6.4.1) can shift the propeller curve (A) to 

the left side of the performance diagram (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. 1.0 

4 

3 

2 

C 

B 

A 

1



In Figure 6.4.1 two diesel engines (MCR curves 1 and 2) from various manufacturers with 

different performance limits are shown. A change in the propeller curve from (A) to (C) 

leads to the following behaviour: 

A The diesel engine can run with full speed (n). No limitation arises (point 1). But the 

propeller does not absorb the maximum available power. 

B The diesel engine can run with full speed (n) and reach its 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 

engines reduce their speed (n) in order to find a new operation point 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 can 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). 

Brake Power PB in (%) Total Rated Power 

120 

100 

80 

60 

40 

20 

0 

fixed pitch propeller 

propeller 



pow er 

100% t d d 

single shaft 


2 

MCR curve 1 

(2 diesel engines, one per shaft) 

tw o shaft 


MCR curve 2 

(single shaft) 

1 diesel engine 

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. 1.0 

1



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. 


Rev. 1.0

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 should pass through the maximum continuous rating of the 

diesel engine. But due to geometrical tolerances and deteriorated hydrodynamics, the 

propeller curve can be higher than predicted. 

This situation will be overcome by designing the propeller a few revolutions faster for the 

new ship. Dependent on the type of diesel engine two different approaches are possible. 


120 

110 

100 

90 

80 

70 

fixed pitch propeller 



MCR curve 

4 

design 

margin 

C 


B 

design 

margin 

80 85 90 95 100 105 110 


Figure 6.4.3: Choosing a design point for a fixed pitch propeller 

3 

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 trial condition the diesel engine should work at the rightmost point of the MCR 

curve (point 2, trial effective power curve = 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. 1.0 

2 

1 

A



The design allows the propeller to run at 100% rated power (PB) as long as the propeller 

curve does not pass point 4 (lugging point). 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 100% rated speed (n) and small amount (design 

margin) below 100% rated power. In this case at trial condition the diesel engine is 

effectively working at a derated condition (point 1, trial effective power curve = propeller 

curve A). In poorer weather or with growing lifetime the propeller curve will move to the 

left and the maximum power will be used (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 be not 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 100% rated speed. 

The difference between 100% 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% rated 

speed but this is only theoretical. 

Summary: 

Both 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 delivered power curve through the design point does not pass through the region 

of minimum fuel consumption, no change will be possible afterwards. 

� If the power curve comes too close to the diesel engine surge limits, the curve cannot 

be moved away from this region with the result of a blocked operation range. 


Rev. 1.0

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 6.4.4 

where the controllable pitch propeller characteristic is superimposed on a diesel engine 

characteristic. 


100 

80 

60 

40 

20 

0 

controllable pitch propeller 



MCR curve 




20 40 60 80 100 


design pitch 

Figure 6.4.4: 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 6.4.5). 

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. 1.0


110 

100 

90 

80 

70 

60 

controllable pitch propeller 



MCR curve 

80 85 90 95 100 105 110 





(design pitch) 

design point 

Figure 6.4.5: 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 should not be made of fixed pitch characteristics beyond 5° 

from design pitch because the effect of section distortion affects the calculation 

considerably. 

The controllable pitch gives a lot of options: 

� 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. 


Rev. 1.0



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%), 

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 “. Only in 

the last third of the power range the propeller can run at design pitch. 

Another reason is the access to the region of minimum fuel consumption. In doing so the 

propeller can come very close to the diesel engine surge limits. 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 

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. 1.0



An example is supposed to clarify this behaviour. Figure 6.4.6 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 break 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. 

Brake Power PB in (%) Total Rated Power 

120 

100 

80 

60 

40 

20 

0 

CPP 



MCR curve 2 

(single shaft) 

1 diesel engine 

single shaft 


design pitch 

MCR curve 1 

(2 diesel engines, one per shaft) 

20 30 40 50 60 70 80 90 100 110 


Figure 6.4.6: Example: Single shaft operation with CPP 

2 

tw o shaft 


design pitch 

single shaft 


reduced pitch 


Rev. 1.0 

3 

1



In the next example (Figure 6.4.7) the pitch of a CPP will be controlled by combinator. 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 

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) will be 

controlled by the propeller pitch. 


100 

80 

60 

40 

20 

0 

CPP 





MCR curve 

3 


design pitch 

Generator 

operating 

range 

40 60 80 100 120 


Figure 6.4.7: Example: Constant speed generator in operation with CPP 


Rev. 1.0 

1 

2



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 hydrodynamical propulsive device but is arranged inside the 

ship and behaves more like a pump than as a propeller. 

Height above 

water line 

10 

1. Inlet duct 7. Thrust bearing 

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 

8 

Nozzle Pump Inlet 

9 

4 

Stator 

Impeller 

7 

Ship hull 

3 

Inlet duct 

Cross section 

V = Ship speed 

Effective inlet 

velocity 


Rev. 1.0 

2 

Shaft 

11 5 6 

1



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 hydrodynamical situation (sea state, wind, draught, etc.), so does 

the diesel engine. 

� The waterjet works more like a pump as long as there is any 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 

100 

80 

60 

40 

20 

0 

Waterjet 



MCR curve 


constant fuel consumption 

design points 

30 50 70 90 110 

Impeller Speed in ( % ) Rated Speed 

Figure 6.5.2: Waterjet design point (Diagram has limited use for waterjet design) 

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. 1.0 

2 

1



This relation can lead to the fact that at 100% shaft speed (n) the waterjet cannot absorb 

the diesel engines brake power (PB). Therefore a design point at brake 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 propeller 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). 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. This relations will remain 

independent of the ship load as before. 

With this behaviour 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. 1.0



For this reasons another diagram has to be used which shows more consideration to the 

behaviour of a waterjet (Figure 6.5.4). 

Thrust in ( % ) Rated Thrust 

140 

120 

100 

80 

60 

40 

20 

0 

Waterjet 

cavitation inception limit 


fuel stop pow er 

constant brake pow er 

0 20 40 60 80 100 

Ship Speed in ( % ) Rated Speed 

Figure 6.5.4: Waterjet performance diagram 

design point 

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 can not 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 no 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. 1.0



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. 1.0

6.5.2 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 6.5.5 and Figure 6.5.6 can be used for a quick look. 

Ship Speed in (kn) 

Figure 6.5.5: Estimating the size of a waterjet (inlet duct diameter) 

Water Jet Speed in (min -1 ) 

50 

40 

30 

20 

10 

1000 

0 5000 10000 15000 20000 

800 

600 

400 

200 

0 

0.5 1.0 1.2 1.4 m (size inlet duct) 

Brake Power in (kW) 

0,5 1,0 1,5 2,0 2,5 

Inlet Duct in (m) 

Brake Pow er 

500 kW 

1000 kW 

2000 kW 

5000 kW 

10000 kW 

20000 kW 

20000 kW 

500 kW 

Figure 6.5.6: Estimating the design impeller speed of a waterjet 


Rev. 1.0 

2.0 

2.4



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. If the fuel calculation for a designed ship will be done by different people you 

will get different results, if you do not have a good specification. Nevertheless the size of 

the fuel storage tanks is an important impact on the ship design. 

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/m 3 ). 

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. 1.0



The standard questions that arise in connection with fuel consumption are: 

1. Fuel consumption at design condition. 

2. The ship should run XXX sm on YY kn e.g. 1000sm on 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. 1.0

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 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 and shall only 

give an impression how such profiles can look like. Both operating profiles are equal. They 

are shown in different style for those who are not familiar with one of the presentations. 


Rev. 1.0



Example: Freighter: Leaving the port and then 

running continuously at design speed. 

Speed in (%) Rated Speed 

Example: Ferry: Nearly the same as a freighter but 

when operating between islands there 

100 

are often speed restrictions. 


80 

60 

40 

20 

Fast Ferry 

0 

0 20 40 60 80 100 

Time in (%) Operating Time 

Example: OPV: The shown tasks are at loitering 

speed (maybe embargo control), cruising 

100 

speed (cruising in formation) and fast 

manoeuvring. 


100 

80 

60 

40 

20 

Freighter 

0 

0 20 40 60 80 100 

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. 1.0



Example: Freighter: Leaving the port and then 

running continuously at design speed. 


Example: Ferry: Nearly the same as a freighter but 

when operating between islands there 

60 

are often speed restrictions. 


40 

20 

0 

Fast Ferry 

0 - 25 25 - 50 50 - 70 70 - 85 85 - 100 

Speed Range in (%) Rated Speed 

Example: OPV: The shown tasks are at loitering 

speed (maybe embargo control), cruising 

60 

speed (cruising in formation) and fast 

Offshore Patrol Vessel 

manoeuvring. 


100 

40 

20 

80 

60 

40 

20 

0 

0 

Freighter 

10 5 10 75 


0 - 25 25 - 40 40 - 70 70 - 85 85 - 95 >95 

Speed Range in (%) Rated Speed 

Figure 6.6.2: Examples of operating profiles (freighter, fast ferry, OPV) 


Rev. 1.0



The owner should specify the operating profile, 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 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. 

Example of a user defined operating profile for a ship in tabulated form: 

Operating Profile (Ship) 

Ship Speed (kn) Time Period (%) 

0 – 9 15 

9 - 15 35 

15 - 21 40 

21 – max. 10 

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. From that follows the brake power of the diesel engine e.g. at the upper 

bound of the given speed ranges. 

Example: Owner defined operating profile for a diesel engine: 

Operating Profile (Diesel Engine) 

Brake Power 

(%) 

Time Period 

(%) 

3 15 

18 35 

74 40 

100 10 

0 

0 20 40 60 80 100 

On the basis of such a operating profile the available TBO for the chosen diesel engine 

rating can be calculated. 


Rev. 1.0 

Brake Power in (%) 

100 

80 

60 

40 

20 

Time in (%) Operating Time



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). 

More information about “load profile” and TBO see chapter 2 and 3. 

Example: 1DS diesel engine rating (TBO 9000h) 

Operating Profile (Diesel Engine) 

Brake Power 

(%) 

Time Period 

(%) 

10 20 

70 70 

100 10 

0 

0 20 40 60 80 100 


Rev. 1.0 

Brake Power in (%) 

100 

80 

60 

40 

20 

Time in (%) Operating Time

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. 

B 

PB 

⋅b 

e = in (m 

ρfuel 

3 /h) (E- 6.6.1) 

be = specific fuel consumption (kg/kWh) 

B = fuel consumption (m 3 /h) 

PB = diesel engine brake power (kW) 

ρfuel = fuel density (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 an estimation 

for the generator efficiency (e.g. 95%). 

B + 

= Bpropulsion 

+ Bgensets 

Bauxiliary 

in (m 3 /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 ⋅b 

⋅ t + ....... + P ⋅b 

⋅ t ) 

B 1 e 1 1 

B n e n n 

= in (m 

100 ⋅ ρfuel 

3 /h) (E- 6.6.3) 


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

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



ρfuel = fuel density (kg/m3) 


Rev. 1.0

6.6.4 Cruising Range 



To calculate the theoretical cruising range for a given fuel volume the following equation 

can be used. 

s 

cr 

Vfuel 

⋅ vcr 

= in (sm) (E- 6.6.4) 

B 

scr = theoretical cruising range (sm) 

vcr = constant cruising speed (kn) 

B = entire fuel consumption (m 3 /h) 

Vfuel= available fuel volume (m 3 ) 

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 = in (h) (E- 6.6.5) 

v cr 

B + 

scr = theoretical cruising range (sm) 

tcr = theoretical cruising time (h) 

vcr = constant cruising speed (kn) 

= Bpropulsion 

+ Bgensets 

Bauxiliary 

in (m 3 /h) (E- 6.6.6) 

V ⋅ 

B = entire fuel consumption at vcr (m 3 /h) 

fuel = B t cr in (m 3 ) (E- 6.6.7) 

tcr = theoretical cruising time (h) 

B = entire fuel consumption (m 3 /h) 

Vfuel= necessary fuel volume for cruising range (m 3 ) 

The fuel tank capacity has to be assumed 5% larger, because the usable volume of a tank 

will be only approx. 95%. 


Rev. 1.0

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. 

t 

100 ⋅ 

V 

⋅ ρ 

fuel fuel 

end = in (h) (E- 6.6.8) 

PB 

⋅b 

e ⋅ t1 

+ ....... + PB 

⋅b 

e ⋅ t 

1 1 

n n n 


tend = theoretical endurance for an operating profile (h) 

t1 = first period of time in an operating profile (%) 

tn = last period of time in an operating profile (%) 


Vfuel= available fuel volume (m 3 ) 

ρfuel = fuel density (kg/m 3 ) 

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. 1.0

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 

e 

p 

1 Status of the ship 

Call for 

2 Weather condition and sea state 

3 Ambient condition 

4 Speed (v) – brake power (PB) data of the 

ship for the chosen displacement, weather 

condition and sea state as diagram or in 

tabulated form 

Annotation: 

The ship speed (v) – brake power (PB) data 

can be represented in a lot of different 

diagrams. The one shown is only one 

representation of that bunch. 

Exemplary Data 

new ship, clean hull, full load 

wind Beaufort 2-3, sea state 0-1, no current 

(trial condition) 

Intake air = 45°C, Raw water = 32°C 

In tabulated form: 


(kn) 

Propeller 

Speed (nprop) 

(rpm) 

Ship Brake 

Power (PB) 

(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. 1.0 

Brake Power P B per Ship in (kW) 

1400 

1200 

1000 

800 

600 

400 

200 

0 

Design Point: 

P B... : 990 (kW) 

v.....: 27.5 (kn) 

Shaft Speed 

⇐ 

Brake Pow er 

6 10 14 18 22 26 30 

Ship Speed in (kn) 

⇑ 

⇒ 

750 

650 

550 

450 

350 

250 

150 

50 

Propeller Shaft Speed in (rpm)

S 

t 

e 

p 

Call for 

6 Performance diagram of the diesel engine 

including the lines of specific fuel 

consumption 

Annotation: 

The diagram must be referenced to the 

chosen design conditions. 

Application group: e.g. 1DS 

Reference condition: ambient condition 

and typical intake/exhaust losses. 

Specific fuel consumption: Lower heating 

value Hu = 42800 kJ/kg 

7 Lower heating value of fuel 

8 Fuel density 

9 Gearbox ratio 

10 Fuel consumption of the diesel generator 

sets (one genset running at 50% power) 

11 Usable volume of the fuel storage tank 



Exemplary Data 

Power reduction: 

subtract 1.5% for ambient condition 

Specific fuel consumption: 

add 1.5% for ambient condition and 5% for tolerance 

Hu = 42800 kJ/kg 

ρfuel= 830 kg/m 3 

i = 3.473 = ndiesel / npropeller (e.g. ZF 1960) 

2 gensets (diesel engine e.g. 6R183T52), 

generated electric power P = 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) 


Rev. 1.0 

95% 

12 Operating profile Fuel Tank capacity: 5 m 3 

kW 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

220 

202 

206 

210 

500 800 1000 1200 1400 1600 1800 2000 2200 2400 

No user defined service time. 

=>Estimated annual usage: 500h 

=>MTU load profile (1DS) will be used. 

198 

240 

280 


(kn) 

210 

Time Period (t) 

(%) 

10 20 

24 70 

27.5 10 

I 

206 

202 

206 

210 

220 

240 

280 

II 

218



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 5m 3 

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 row step 5) 

be = 0.218 kg/kWh (table row 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/m 3 (table row step 8) 

990 ⋅ 0. 

224 

= 0. 

277 

830 

Bpropulsion = (m 3 /h) per main diesel engine 

Genset diesel engine: Use equation (E- 6.6.1) 

Pmechnical = Pelectrical /ηGen = 125 kW/0.942 

Pmechnical = 133kW (table row step 10) 

be = 0.225 kg/kWh 

(value includes tolerance and ambient condition) 

(table row step 10) 

ρfuel = 830 kg/m 3 (table row step 8) 

133 ⋅ 0. 

225 

= 0. 

0361 

830 

Bgenset = (m 3 /h) per genset diesel engine 

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 

= (m 3 /h) 


Rev. 1.0

6.6.6.3 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 row step 4) 

npropeller = 470 rpm (propeller shaft speed) (table row step 4) 

ndiesel = 1632 rpm (main diesel engine speed) (table row step 9) 

be = 0.202 kg/kWh + 1.5% + 5% = 0.215 kg/kWh (table row step 6) 

The fuel consumption can be calculated as in example (1). 

390 ⋅ 0. 

215 

= 0. 

101 

830 


Bgenset = 0. 

0361 (m 3 /h) per genset diesel engine 



B 1⋅ 

0. 

101+ 

1⋅ 

0. 

0361 = 0. 

137 

= (m 3 /h) 

Theoretical cruising time: Use equation (E- 6.6.5) 

t cr 

500 

= = 27. 

8 (h) 

18 

Fuel volume for the cruising range: Use equation (E- 6.6.7) 

V fuel 

= 0. 

137 ⋅ 27. 

8 = 3. 

8 (m 3 ) 

Required fuel tank volume: 

Vtan k 

3. 

8 

= 4. 

0 

0. 

95 

= (m 3 ) (table row step 11) 




Rev. 1.0

6.6.6.4 Theoretical cruising range at 12kn and fuel tank volume of 5m 3 

Vtank = 5 m 3 

Vfuel = Vtank ⋅ 0.95 = 4.75 m 3 (table row step11) 

vcr = 12 kn 

PB = 145 kW per ship and diesel engine (table row step 4) 

npropeller = 330 rpm (propeller shaft speed) (table row step 4) 

ndiesel = 1146 rpm (main diesel engine speed) (table row step 9) 

be = 0.208 kg/kWh + 1.5% + 5% = 0.222 kg/kWh (table row step 6) 

The fuel consumption can be calculated as in example (1). 

145 ⋅ 0. 

222 

= 0. 

039 

830 


Bgenset = 0. 

0361 (m 3 /h) per genset diesel engine 



B 1⋅ 

0. 

039 + 1⋅ 

0. 

0361 = 0. 

075 

= (m 3 /h) 

Theoretical cruising range: Use equation (E- 6.6.4) 

s cr 

4. 

75 ⋅12 

= = 760 (sm) 

0. 

075 




Rev. 1.0

6.6.6.5 Annual fuel consumption for an operating profile 

Operating profile: (table row step 12) 


(kn) 


(%) 

10 20 

24 70 

27.5 10 

Data per ship: (table row step 4 and 9) 


(kn) 

Propeller Speed 

(rpm) 

Ship Brake 

Power (kW) 



Diesel Speed 

(rpm) 

10 270 85 938 

24 590 690 2049 

27.5 670 990 2300 

Data per diesel engine: (table row step 4) 


(kn) 

Diesel Speed 

(n) 

(rpm) 

Diesel 

Power (PB) 

(kW) 

be (raw) 

(kg/kWh) 

be (corrected) 

(kg/kWh) 

10 938 85 220 0.234 

24 2049 690 203 0.216 

27.5 2300 990 218 0.232 


Rev. 1.0

Fuel consumption: Use equation (E- 6.6.3) 

B 

( P ⋅b 

⋅ t + ....... + P ⋅ b ⋅ t ) 

B 1 e 1 1 

B n e n n 

= in (m 

100 ⋅ ρfuel 

3 /h) 


(kn) 

Ship Brake 

Power PB (kW) 

be 

(kg/kWh) 




(%) 

B 

(m 3 /h) 

10 85 0.234 20 0.0048 

24 690 0.216 70 0.1257 

27.5 990 0.232 10 0.0277 



B 1⋅ 

0. 

1582 + 1⋅ 

0. 

0361 = 0. 

1943 

= (m 3 /h) 

Sum 0.1582 

The annual fuel consumption based on an estimated usage of 500 h: 


V fuel 

= 0. 

1943 ⋅ 500 = 97. 

2 (m 3 ) (table row 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: 

H 

u, 

required 

b e, 

required = b 

in (kg/kWh) 

e, 

given 

Hu, 

given 


Rev. 1.0

6.7 Generator Drive 



Electrical power supplies 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 = in (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 

n = = 1800 (rpm) 

4 

Diesel Engine Brake Power (PB): 

P 

B 

Pp 

⋅ cos ϕ 

η 

Gen 

= in (kW) (E- 6.7.2) 

p = Ps 

⋅ cos ϕ 

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) 

P in (kW) (E- 6.7.3) 

P 

B 

Pp 

η 

Gen 

Pp = generator active power in kW 

PS = generator apparent power in kVA 

cos ϕ = generator power factor (e.g. 0.8) 

= in (kW) (E- 6.7.4) 

Pp = generator active power in kW 

PB = engine brake power in kW 

ηGen = generator efficiency (0.94; above 1800 kW 0.95) 


Rev. 1.0

Figure 6.7.1: Power definition 

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 

Max. electrical power per genset: 

PSBP 

1600 

Pp 

= = = 941 (kW) 

z ⋅ x 2 ⋅ 0. 

85 



Necessary diesel engine power per genset: Use Equation (E- 6.7.4) 

η= 0,94 

Pp 

941 

PB 

= = = 1001 (kW) 

η 0. 

94 

Generator apparent power: Use Equation (E- 6.7.2) 

PB 

⋅ η 1001⋅ 

0. 

94 

PS 

= = 

= 1176 (kVA) 

cos ϕ 0. 

8 



Rev. 1.0

7 APPLICATION AND INSTALLATION GUIDELINES 

7 Application and Installation 

Guidelines 

During the arrangement of the engines in the engine room specific distance between the 

engines or to the bulkhead/shell must be kept for the service of the engines and for 

maintenance operations. 

Figure 6.7.1: Engine room arrangement, minimum distance 

7.1 Foundation 



Rev. 1.0

7.2 Engine/Gearbox Arrangements 



A general distinction is made between certain basic drive arrangements, i.e. the way in 

which engine and drive line disposed in the vessel. 

7.2.1 Engine with Flange-Mounted Gearbox (F-Drive) 

This arrangement is shown in Figure 7.2.1. Engine with torsionally resilient coupling and 

gearbox form a single unit. The gearbox is connected to the engine by means of a bell 

housing, which also accommodates the coupling. 

Figure 7.2.1: Engine with flange-mounted gearbox 

1 Engine 

2 Torsionally resilient coupling 

3 Gearbox 

This drive arrangement with flange-mounted gearbox is possible only with some specific 

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. 


Rev. 1.0



• Time-saving alignment of the propulsion unit in the vessel, because only one 

operation is necessary, namely aligning the propulsion plant with the propeller shaft. 

The engine and 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 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 engine mounts and two for the gearbox mounts. 

7.2.2 Engine with Free-Standing Gearbox, V Drive Inclusive 

Engine with free-standing gearbox (D-Drive): 

For this arrangement, shown in Figure 7.2.2 , with free-standing gearbox, the engine 

combined with torsionally resilient coupling forms one unit, the free-standing gearbox 

being another. 

Figure 7.2.2: Engine with free-standing gearbox 

1 Engine 

2 Torsionally resilient coupling 

3 Coupling to compensate relative displacement (offset compensating coupling) 

4 Gearbox 


Rev. 1.0

The points of relevance as regards this arrangement are as follows: 



• An arrangement with engine and free-standing gearbox is preferable when a flangemounted 

gearbox is either not desirable or, due to the engine size, is not possible for 

technical reasons. 

• One advantage of the arrangement with separate 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 - engine and gearbox being 

subassemblies in this case - installation and removal can be less complex than in the 

case of the engine with flange-mounted gearbox, because the subassemblies are 

handled separately. 

• 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. 

• An engine with free-standing gearbox is heavier and requires slightly more space 

than the configuration with flange-mounted gearbox. 


Rev. 1.0



Engine with free-standing gearbox and universal shaft, V drive arrangement: 

This arrangement is shown in Figure 7.2.3. The ,,V drive“, as it is sometimes named, 

consists of the engine and engine-mounted bearing housing and a separate gearbox. The 

bearing housing accommodates the torsionally resilient coupling. Engine power is 

transmitted from the coupling to the gearbox by a universal shaft. 

Figure 7.2.3: Engine with free-standing gearbox and universal shaft, V drive 

arrangement 

1 Engine 

2 Torsionally resilient coupling with engine-mounted bearing housing 

3 Universal shaft 

4 Gearbox 

This 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. 1.0

7.3 Generator Set Arrangement 

7.3.1 Engine with Free-Standing Generator 

Figure 7.3.1: Engine with free-standing generator 

1 Engine 

2 Generator 

3 Base frame 

4 Resilient elements 




Rev. 1.0

7.3.2 Engine with Flange-Mounted Generator 

Figure 7.3.2: Engine with flange-mounted generator 

1 Engine 

2 Generator 

3 Intermediate mass 

4 Resilient elements, upper 

5 Resilient elements 




Rev. 1.0



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 usually included 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. 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 

strains on the hoses. 


Rev. 1.0



• 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 use 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 the 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 (< DN 50) connect by means of hoses, while rubber bellows are used for all 

large-diameter interfaces (DN 50 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 are used for connections < DN 50 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 engine, gearbox or accessory. The requisite 

dimensions are stated in the applicable installation drawing. 

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 engines is usually restricted to the lines of diameter in 

excess of DN 40 of the raw water system, so only this application is discussed here. The 

interface on the engine, gearbox or accessory is of a design such that the rubber bellows 

can be secured directly by means of screw fasteners. 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 2642, 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 

bellows for a special application in which non-standard displacements are anticipated. 


Rev. 1.0



The binding connection and installation dimensions for the rubber bellows are stated in the 

project- or contract-specific installation drawings. Figure 7.4.1 shows the connection in 

diagram form. 

Note that the pipe material used as standard is copper-nickel alloy. 

Figure 7.4.1: Connection of rubber bellows 

1 Rubber bellows 

2 Welding neck 

3 Pipe (not MTU scope of supply) 

A Interface to engine, gearbox or accessory 

D Pipe outside diameter 

L Installation dimension 


Rev. 1.0

7.4.2 Combustion Air and Cooling/Ventilation Air Supply 

7.4.2.1 Combustion-air intake from engine room 

7.4.2.2 Combustion-air intake directly from outside 

7.4.2.3 Cooling/ventilation air system 




Rev. 1.0

7.4.3 Exhaust System 

7.4.3.1 Arrangements, support and connection for pipe and silencer 




Rev. 1.0

7.4.3.2 Underwater discharge (with exhaust flap) 




Rev. 1.0

7.4.3.3 Water-cooled exhaust system 




Rev. 1.0

7.4.4 Cooling Water System 

7.4.4.1 Cooling water system with engine-mounted heat exchanger 



Figure 7.4.2: Cooling water system with engine-mounted heat exchanger 

(Split-circuit cooling system) 

1 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, engine coolant, shipyard supply 

7 Gearbox 

8 Gearbox oil heat exchanger 

9 Ship heating, shipyard supply 

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. 

Benefits: 

• Keeps 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 engine. 


Rev. 1.0

7.4.4.2 Cooling water system with separately-mounted heat exchanger 

(including keel cooling) 



Figure 7.4.3: Cooling water system with separately-mounted heat exchanger 

(e.g. keel cooling) 

1 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, engine coolant, shipyard supply 

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 ships operating in the flat water. 

Advantages: 

- No sea water in pipelines, valves, pumps and heat exchanger in the ship. 

- Low-cost materials for above-mentioned components. 

- Less prone to interference through corrosion. 


Rev. 1.0

7.4.4.3 Central cooling water system 

Figure 7.4.4: Central cooling water system 



1 Engine coolant pump 9 Ship heating, shipyard supply 

2 Lube oil heat exchanger 10 Flexible connecting element 

3 Intercooler 11 Flow restrictor ② 

4 Coolant heat exchanger 12 Sea water pump, shipyard supply 

5 Preheating unit, complete, 

not standard scope of supply 

13 Sea water filter, shipyard supply 

6 Expansion tank, engine coolant, 15 Sea water stand-by pump, 

shipyard supply shipyard supply 

7 Gearbox 16 Harbour sea water pump, 

8 Gearbox oil heat exchanger shipyard supply 


Rev. 1.0

7.4.5 Fuel System 



The standard scope of supply requires the shipyard to connect the fuel feed and return 

lines for the engine. The standard scope of supply includes flexible connectors and a fuel 

prefilter for connecting the fuel supply line to the engine. 

Figure 7.4.5: Fuel 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, shipyard supply 

5 Flexible connecting element 

6 Fuel heat exchanger, not standard scope of supply 

An 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. 1.0

7.4.5.1 General notes 

7.4.5.2 Design data 



• The supply pipe must be connected to the on-engine interface by means of a flexible 

connector. See Chapter 8.4.1, 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 8.4.1. 

• We recommend the use of steel piping (e.g. St 35). 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. 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 engine malfunction as a result. 

Compliance with the limits defined for the system interface is essential in order to ensure 

compliance with the limits for engine operation. Data such as required for 

design/dimensioning of the fuel system 

• Fuel volume flows, feed an return 

• Pressure limitations at on-engine interface, min./max. 

• Temperature limitations for supply, min./max. 

• Fuel temperature increase before/after engine 

• Heat to be removed from return fuel 

is specified in the data sheet for the project or contract. 

The needs of the 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 general rule, the fuel supply 

system should incorporate at least one supply tank, plus a service tank for the engine or 

the engines. 

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 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. 1.0

Evaluation value W. 



The equations below can be used to calculate the requisite volume of the service 

tank (size of service tank). 

Vtank = Total volume of service tank in m 3 

t = Time to replenish of 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 engine at fuel stop power in litre/min 

W = Evaluation value for max. fuel inlet temperature (Figure 7.4.6) 

70 

60 

50 

40 

30 

20 

10 

V 

tank 

t ⋅ 

= 

( 0. 

04 ⋅ b ⋅ P + V ⋅ 2. 

1) 

3 

e 

0 

25 30 35 40 45 50 55 60 65 70 

Max. fuel inlet temperature T in °C 

Figure 7.4.6: Evaluation value for max. fuel inlet temperature 

The calculation of the total volume of the service tank is taken with regard to a 

maximal 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 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 engine. 

• The fuel supply from the service tank to the engine must be 

B 

w 

• 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 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. 1.0 

return 

m



• 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 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 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 leak 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 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 min./max. pressures 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 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. 1.0

7.4.6 Lube Oil System 

Figure 7.4.7: 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. 1.0

7.4.7 Starting System 



The 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 engine is stored: 

- Electric starting with battery-powered starter motor 

- Compressed air starting, by means of 

• pneumatic starter motor, operating pressure range from 1 x 10 6 to 3 x 10 6 Pa 

(10 to 30 bar) 

• air-in-cylinder, operating pressure range from 2 x 10 6 to 4 x 10 6 Pa 

(20 to 40 bar) 

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 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 is a difference 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 so there is a weight advantage when compared with the electric starter. 

The starting procedure is controlled and monitored by a control system included in the 

standard 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 engine models have two starter) mounted on the 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 engine scope of supply. 


Rev. 1.0



The battery does not usually form 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 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 vapor 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 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 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 x 10 6 to 1 x 10 6 Pa) are usually part 

of the MTU scope of supply. 

Figure 7.4.8 is a schematic view of the compressed air starting system with pneumatic 

starter motor as of the on-engine interface. 

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 minimized 

(by a factor of between 6 and 8). 


Rev. 1.0

Figure 7.4.8: Starting system with pneumatic starter motor 

1 Compressed air starter 6 Safety valve ② 

2 Lubricator (optional) ② 7 Pressure gauge ② 



3 Air filter ② 8 Flexible connecting element 

4 Pressure reducing globe valve ② 9 Pneumatic starter motor 

5 Starting air receiver ② ② Shipyard 

7.4.7.3 Compressed-air starting, air-in-cylinder 

If the 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 usually forms 

part of the MTU scope of supply and is supplied with, but not mounted on, the engine. 

Figure 7.4.9 is a schematic view of the air-in-cylinder starting system as 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 engine starts specified by the 

applicable regulations. 


Rev. 1.0

Figure 7.4.9: Starting system with air-in-cylinder starting 

1 Starting air distributor 

2 Starting valve 

3 Starting air receiver ② 


5 Safety valve ② 

6 Pressure gauge ② 

② Shipyard 

Design data 

Data such as 

• min./max. starting air pressures for 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 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 engines housed in a single engine room can be 

supplied from a common compressed air storage system. 


Rev. 1.0



The equations below can be used to calculate the requisite volume of the compressed air 

storage system (size of compressed air tank or tanks). 

V 

= 

s × V × p 

∆ p 

n1 n 3 

m 

V = Volume of compressed air tank in m 3 

s = Number of engine starts 

Vn1 = Air consumption per start (at normal pressure pn) in m 3 

∆p = Pressure differential in compressed air tank in Pa 

= p1 - p2 or pmax - pmin 

p1 = Pressure in air tank before engine start in Pa 

p2 = Pressure in air tank after 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 x 10 5 Pa 

The starting air supply valve should be located in the engine room and as close as possible 

to the 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 

connector. 

We recommend the use of steel piping (e.g. St 35 according to DIN 2391). 

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. 


Rev. 1.0

7.4.8 Electric Power Supply 

Figure 7.4.10: Electric power supply 





Rev. 1.0

7.5 Safety System 





Rev. 1.0



7.6 Emission 

7.6.1 Exhaust Gas Emission, General Information 

The MTU standard reduction of exhaust gas emissions for navy applications are in 

accordance with International Maritime Organization (IMO) 

NOx in g/kWh 

18 

16 

14 

12 

10 

8 

6 

4 

2 

0 

Limitation of NOx-Emission 

0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 

Engine rates speed in min -1 

Figure 7.6.1: Limitation of NOx-emission (IMO) 

The IMO NOx emission limit depends on the rated engine speed: 

n < 130 min -1 NOx = 17 g/kWh 

n = 130 to < 2000 min -1 NOx = 45 x n -0,2 g/kWh 

n ≥ 2000 min -1 NOx = 9,8 g/kWh 


Rev. 1.0



The test procedure and measurement methods shall be in accordance with the NOx 

Technical Code, taking into consideration the Test Cycles and Weighting Factors: 

Test cycle type E2 

Speed (%) 100 100 100 100 

Power (%) 100 75 50 25 

Weighting Factor 0.2 0.5 0.15 0.15 

Figure 7.6.2: Test cycle for “Constant Speed Main Propulsion” application (including 

diesel electric drive and variable pitch propeller installation) 

Test cycle type E3 

Speed (%) 100 91 80 63 

Power (%) 100 75 50 25 

Weighting Factor 0.2 0.5 0.15 0.15 

Figure 7.6.3: Test cycle for “Propeller Law operated Main and Propeller Law 

operated Auxiliary Engines” application 

Test cycle type D2 

Speed (%) 100 100 100 100 100 

Power (%) 100 75 50 25 10 

Weighting Factor 0.05 0.25 0.3 0.3 0.1 

Figure 7.6.4: Test cycle for “Constant Speed Auxiliary Engine” application 

Test cycle type C1 

Speed Rated Intermediate Idle 

Torque (%) 100 75 50 10 100 75 50 0 

Weighting Factor 0.15 0.15 0.15 0.1 0.1 0.1 0.1 0.15 

Figure 7.6.5: Test cycle for “Variable Speed, Variable Load Auxiliary Engine” 

application 



Rev. 1.0

7.6.2 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 

- engine free-field noise 

- undamped exhaust noise 

- undamped air intake noise 

• structure-borne noise 

have been performed for all engines listed in the current Sales Program. 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 to the rated 

engine power and engine speed as stated, and thus merely informative for other 

power/speed combinations. 

7.6.2.1 Airborne noise level 

A noise spectrum of the engine operating noise emitted to the environment (free-field) is 

available for each engine in the Sales Program. These spectra are available on request for 

projector 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. 


Rev. 1.0

Figure 7.6.6: Engine surface noise analysis (example) 




Rev. 1.0

7.6.2.2 Exhaust gas noise level 

Figure 7.6.7: Undamped exhaust gas noise analysis (example) 




Rev. 1.0

7.6.2.3 Structure-borne noise level 



(e.g.: single-(standard), single-(shock resistance), double-resilient mounting) 

Depending on different requirements, we offer additionally to our standard design four 

different “Quiet Systems”. All options are based on proven design. 

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 system for applications with shock requirements for ships, such 

as OPV´s and Corvettes. 


- Shock requirements according to BV 043/85; STANAG 4142 combined with 

moderate acoustic requirements 

- Special single resilient mounting system 

- Resilient coupling system for increased shock and structure-borne noise 

attenuation 


Rev. 1.0

Typical Arrangement 

3 4 

Engine with flange-mounted gearbox 

2 

2 

Engine with free-standing gearbox 

3 4 

Engine with flange-mounted generator 

1 

3 4 

2 

5 

1 6 

1 



1 Engine 

2 Gearbox 

3 Ship foundation 

4 Resilient elements, standard or special 

single resilient mounting system, with 

or without shock requirements 

1 Engine 

2 Gearbox 





5 Standard coupling system for torsional 

vibration and misalignment, optional 

with resilient coupling system for 

increased shock and structure-borne 

noise attenuation 

6 Noise case (optional) 

1 Engine 

2 Generator 






Rev. 1.0


2 

5 

3 4 

Engine with free-standing generator 

Figure 7.6.8: Single resilient mounting system with shock 

Standard double resilient mounting system: 

(Option 2) 



1 Engine 

2 Generator 





5 Standard coupling system for torsional 

vibration and misalignment, optional 

with resilient coupling system for 

increased shock and structure-borne 

noise attenuation 

6 Noise case (optional) 

Double resilient mounting system improves the acoustic behaviour for ASW ships, 

comfortable pleasure crafts and casino ships. 


1 6 

- Higher acoustic demands, shock requirements according to BV 043/85; 

STANAG 4142, weight critical application 

- Double resilient mounting system consist of: 

� Rubber elements shock proved, with shock buffers 

� Light/stiff base frame with 30% of engine weight as intermediate mass 

- Resilient coupling system for torsional vibration and increased shock and 

structure-borne noise attenuation 


Rev. 1.0

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. 


- High acoustic demands, shock requirements according to BV 043/85; 

STANAG 4142 

- Double resilient mounting system consist of: 


� Polymeric concrete/steel base frame with 50% of engine weight as 

intermediate mass 



- Noise enclosure 

Double resilient mounting system for extreme acoustic requirements: 

(Option 4) 

Double resilient mounting system for extreme acoustic requirements for ASW ships and 

research vessels. 


- Extreme acoustic demands, shock requirements according to BV 043/85; 

STANAG 4142 

- Double resilient mounting system consisting of: 


� Polymeric concrete/steel combination base frame with 70% of engine 

weight as intermediate mass 

� Double stage steel springs with silicon damping filling 



- Noise enclosure 


Rev. 1.0


2 

3 7 4 

Engine with free-standing gearbox 

2 

5 

5 

1 6 

1 6 

3 

4 7 

Engine with free-standing generator 



1 Engine 

2 Gearbox 


4 Resilient elements, double resilient 

mounting system, with shock 

requirements 

5 Resilient coupling system for torsional 

vibration and increased shock and 


6 Noise enclosure 


1 Engine 

2 Generator 


4 Resilient elements, double resilient 

mounting system, with shock 

requirements 

5 Coupling system for torsional vibration, 

misalignment and increased shock 

attenuation 

6 Noise enclosure 


Figure 7.6.9: Double resilient mounting system for extreme acoustic requirements 


Rev. 1.0

Lv in dB re 5x10 -8 m/s 

90 

80 

70 

60 

50 

40 

30 

20 

10 

0 



31,5 63 125 250 500 1000 2000 4000 8000 

Frequency in Hz 

Standard 

Option 1 

Option 2 

Option 3 

Option 4 

Figure 7.6.10: Examples for different “Quiet Systems”, structure-borne noise levels 

below the resilient mountings (e.g. diesel engine 20V 1163) 


Rev. 1.0



Figure 7.6.11: Structure borne noise analysis at engine feet, above rubber mounts 

(example) 


Rev. 1.0

7.7 Mounting and Foundation 




Rev. 1.0

7.8 Acoustic Enclosure/Acoustic Case 




Rev. 1.0

7.9 Mechanical Power Transmission 



There are different possibilities and combinations for the mechanical power transmission 

with internationally system-specific terms established. 

In the following one the most customary denotation is used: 

CODAD = COMBINED DIESEL ENGINE AND DIESEL ENGINE 

This kind of power plants offers e.g. the possibilities to transmit the power to on one shaft 

optionally from one or several diesel engines. 

1 

1 

Figure 7.9.1: Combined diesel engine and diesel engine 

1 

1 

2 

2 

2 

2 

Figure 7.9.2: Combined diesel engine and diesel engine with separate gear 

compartment 

1 Controllable pitch propeller (CPP) 

2 Diesel engine 

3 Gearbox 

3 

3 

3 

3 


Rev. 1.0 

2 

2 

2 

2

CODOG = COMBINED DIESEL ENGINE OR GAS TURBINE 



This kind of power plant offers the possibilities to transmit the power to a shaft optionally 

only with a diesel engine or only from a gas turbine. 

1 

1 

Figure 7.9.3: Combined diesel engine or gas turbine 

CODAG = COMBINED DIESEL ENGINE AND GAS TURBINE 

This kind of power plants offers the possibilities to transmit the power to both shafts 

optionally only from one diesel engine, or to transmit the power to one shaft separately 

from one diesel engine, or to transmit the power to one or two shafts only from the gas 

turbine, or to transmit the power onto both shafts together from all driving engines . 

1 

1 

2 

2 

2 

2 

Figure 7.9.4: Combined diesel engine and gas turbine 

1 Controllable pitch propeller (CPP) 

2 Diesel engine 

3 Gearbox (distribution gear/multi-staged gear) 

4 Gas turbine 

3 

3 

3 

3 

3 


Rev. 1.0 

4 

4 

4



Further denotation for combinations of mechanical power transmission is 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. 1.0

7.10 Auxiliary Power Take-Off 

Figure 7.10.1: Power take-off (PTO), gear driven 




Rev. 1.0

7.11 Example Documents 





Rev. 1.0

8 STANDARD ACCEPTANCE TEST 

8.1 Factory Acceptance Test 

8 Standard Acceptance Test 

In general, engines are to be subject to a test bed trial under the supervision of the scope 

stated below. 

8.2 Acceptance Test According to a Classification Society 

(e.g. Germanischer Lloyd). 

8.2.1 Main 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 engine shutdown devices 

8.2.2 Main 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 Auxiliary Driving Engines and Engines Driving Electric Generators 

Tests to be performed in accordance with 9.2.2. 

The manufacturer's test bed reports are acceptable for auxiliary driving engines rated at 

≤ 100 kW. 


Rev. 1.0

8.3 Example Documents 

8 Standard Acceptance Test 



Rev. 1.0

9 CONTROL, MONITORING AND DATA ACQUISITION (LOP) 

9 Control, Monitoring and Data 

Acquisition (LOP) 

MTU engines for marine applications are provided with an Electronic Control System 

matched to special marine requirements. The high functional efficiency and simple system 

design with plug connectors and pre-fabricated system cables for engine installation make 

incorporation into ships an easy operation. This system ensures optimised engine 

functioning under all operating conditions. Economical engine operation with low fuel 

consumption and minimum exhaust emission over the complete load range is guaranteed 

by the MDEC system. 

Important Information ! 

All descriptions herein have reference to the following Standard Diesel Engine Series: 

• 2000 M60 / M70 / M80 / M90 / M91 

• 4000 M60 / M70 / M80 / M90 

The project guide describes the Propulsion Remote Control System RCS-5 for Fixed Pitch 

Propeller FPP. For applications with Controllable Pitch Propeller CPP, Waterjet WJ or Voith 

Schneider VS please ask TZPV for assistance. This systems are also available as standard 

applications. Furthermore MTU Electronic 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. 

9.1 Standard Monitoring and Control 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 

(FPP, WJ or CPP). 

• 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 (FPP) within the Control 

Stands. 

The meaning of MDEC: MTU Diesel Engine Control. The MDEC System satisfies 

the following units: 

• ECU = Engine Control Unit Mounted on engine 

• EMU = Engine Monitoring Unit Mounted on engine if classification is required 

• LOP = Local Operating Panel Loose supplied for Engine Room installation 


Rev. 1.0

9.2 Engine Governing and Control Unit ECU-MDEC 



Engine governing and control unit ECU-MDEC with integrated safety system, load profile 

recorder and data modules (for engine and plant specific parameter), for engine speed 

control in response to rated value setting with fuel injection and speed limitation as a 

function of engine status and operating conditions as well as MTU sequential turbo 

charging. Set of sensors including on-engine cabling. 

9.3 Engine Monitoring Unit EMU-MDEC Separate Safety System 

Engine Monitoring Unit EMU-MDEC is used to cover the additional requirements and scope 

of redundant measuring points specified for classified marine plants. In such cases, EMU- 

MDEC also represents the second, independent safety system, which protects the engine 

from states assumed to be a risk to continued operation. 

9.4 Local Operating Panel LOP-MDEC 

Local operating panel LOP-MDEC in sheet-metal housing, for ship-side installation in the 

engine room, comprising the following components and functions: 

- Interface for ECU-MDEC, gearbox GCU, Shipside Monitoring System and Remote 

Control. 

- Automatic start/stop and emergency stop sequencing control. 

- LCD display (standard language English, switch-over to other language on request) 

with selector keyboard for monitoring data of engine and gearbox sensors and status 

display of turbochargers. System-integrated alarm unit with visual individual alarm 

and output for visual and audio alarm. 

- Combined control and display elements for engine and gearbox: Ready for operation, 

Local control, Engine Start/Stop/Emergency Stop, Gearbox clutch control, Engine 

speed increase/decrease, Lamp test, Alarm acknowledgement and illumination dim 

control. 

Set of connecting cables (10 m each with plug connectors at both ends) for connecting the 

individual electronic components. Flashing light and horn for alarm in engine room. 


Rev. 1.0

9.5 Propulsion Plant Management System Version 

9.5.1 Manufacturer Specification 

In accordance with manufacturer specification. 

(Not classifiable) 



Figure 9.5.1: Propulsion Plant Management System version in accordance with 

manufacturer specification 


Rev. 1.0

9.5.2 Classification Society Regulation 



Version in compliance with Classification society regulations (GL, ABS, BV, CCS, DNV, KR, 

LRS, NK, RINA type test approval). 

Figure 9.5.2: Propulsion Plant Management System version in compliance with 

classification society regulations 



Rev. 1.0

10 MAINTENANCE CONCEPT / MAINTENANCE SCHEDULE 

10.1 Reason for Information 

11 Assembling Instructions (Lifting, 

Transportation) 

MTU has revised the 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 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 engines already in 

service, they will not, however, be subjected to any up-dating or amendment procedures. 

10.2 Advantages of the New 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 engine series. 

- Efficient translation and availability in 5 languages. 

10.3 New Maintenance Schedule: 

The new maintenance schedule is divided into three sections. 

10.3.1 Cover Sheet 

The cover sheet provides the following information: 

- 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. 1.0

10.3.2 Maintenance Schedule Matrix 



The maintenance schedule matrix provides an overview of the minimum scope of 

maintenance tasks. 

Engine oil 

Engine operation 

Engine oil filter 

Centrifugal oil filter 

Fuel duplex filter 


Rev. 1.0 

Valve gear 

Maint. Level W1 W1 W2 W2 W3 W3 W4 W4 W4 W4 W4 W5 W6 

Time limit, 

Operating 

ho rs 

Daily X X 

Air filter 

- - 2 - 2 - 3 - - - 2 18 18 

500 X X X 

1000 X X X 

1500 X X X 

2000 X X X X X 

2500 X X X 

Fuel injectors 

Fuel injection pumps 

3000 X X X X X 

3500 X X X 

4000 X X X X X X X X 

Figure 10.3.1: Example of a maintenance schedule matrix 

- The matrix headings contain the individual maintenance items. The item content is 

described in the task list (see below). 

- In comparison to 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. 

Combustion chambers 

Belt drive 

Component maintenance 

Extended component maintenance

10.3.3 Task List 



- In addition to the operating hours 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. The associated tasks are indicated by an 

“x” in the appropriate line. The maintenance schedule matrix normally ends with the 

“Extended component maintenance”. Thereafter, the maintenance tasks are to 

continue in accordance with the related intervals (see task list), i.e. as a matter of 

principle, maintenance is to be carried out at the intervals indicated and not recommenced 

at the beginning of the matrix. If required (on request) a maintenance 

schedule with an extended matrix can be provided. 

The task list describes the maintenance tasks listed as positions in the matrix. 

Maint. 

Level 

Interval 

(hours/years) 

Item Maintenance tasks 

W1 -/- Engine operation 

Check general conditions of engine and verify 

that there are no leaks. 

Check drain lines of intercooler. 

Check service indicator of air filter. 

Check relief bores of water pump(s). 

Check for abnormal running noises, exhaust 

gas colour, vibration. 

Drain off water and contamination at drain 

cock of fuel prefilter (if fitted). 

Check service indicator of fuel prefilter (if 

fitted). 

W1 -/- Engine oil Check level. 

W2 -/2 Engine oil filter Replace. Or replace when changing engine oil. 

W2 500/- Centrifugal oil filter 

Check thickness of oil residue layer, clean and 

change sleeve. 

W3 500/- Valve gear Check valve clearance. 

W3 500/2 Fuel duplex filter Replace filters. 

W4 2000/3 Air filter Fit new air filter(s). 

W4 2000/2 Belt drive 

Check belt condition and tension, replace if 

necessary. 

W4 3000/- Combustion chambers Inspect cylinder chambers using endoscope. 

W4 3000/- Fuel injectors Fit new fuel injectors. 

W4 4000/- Fuel injection pumps Fit new fuel injector pumps. 


Rev. 1.0

Maint. 

Level 

Interval 

(hours/years) 

W5 4000/18 

Figure 10.3.2: Example task list 

Item Maintenance tasks 

Component 

maintenance 



Before starting maintenance work, drain 

coolant and flush cooling systems. 

Check rocker arms, valve bridges, pushrods 

and ball joints for wear. 

Check wear pattern of cylinder-liner running 

surfaces. 

Replace turbocharger. 

Check vibration damper. 

Clean air ducting. 

Clean intercooler and check it for leaks. 

- 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 new 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. 1.0



11 ASSEMBLING INSTRUCTIONS (LIFTING, TRANSPORTATION) 



Rev. 1.0

12 TRANSPORTATION, STORAGE, STARTING 

12 Transportation, Storage, 

Starting 



Rev. 1.0

13 PILOT INSTALLATION DESCRIPTION (PID) 

13 Pilot Installation Description 

(PID) 



Rev. 1.0

Technical Project Guide Marine Application Part 1 - General

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