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Technical Project Guide 
Marine Application 
Part 1 - General 
 
 
 
 
 
 
 
 
 
 
TPG-General.doc 06.2003 
Rev. 1.0 
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 
 
 
Technical Project Guide 
Marine Application 
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 
 
 
User Information 
 
 
 
TPG-General.doc Page I 06.2003 
Rev. 1.0 
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
Marine Application
Part 1 - General
Technical Project Guide
Marine Application
Part 2 - Engine Series 2000
Technical Project Guide
Marine Application
Part 3 - Engine Series 4000
Technical Project Guide
Marine Application
Part 4 - Engine Series 8000
(later on)
+
+
+
 
Contents 
 
 
CONTENTS 
Chapter Title Page 
 
TPG-General.doc Page II 06.2003 
Rev. 1.0 
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 
 
Contents 
 
 
CONTENTS 
Chapter Title Page 
 
TPG-General.doc Page III 06.2003 
Rev. 1.0 
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 5m3 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 
 
Contents 
 
 
CONTENTS 
Chapter Title Page 
 
TPG-General.doc Page IV 06.2003 
Rev. 1.0 
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 
 
Contents 
 
 
CONTENTS 
Chapter Title Page 
 
TPG-General.doc Page V 06.2003 
Rev. 1.0 
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 
 
 
 
List of Figures 
 
 
List of Figures 
Figure Title Page 
 
TPG-General.doc Page VI 06.2003 
Rev. 1.0 
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 andrake) 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 
 
List of Figures 
 
 
List of Figures 
Figure Title Page 
 
TPG-General.doc Page VII 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 
 
List of Figures 
 
 
List of Figures 
Figure Title Page 
 
TPG-General.doc Page VIII 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 
 
 
 
 
 
1 General 
 
 
 
TPG-General.doc Page 1-1 06.2003 
Rev. 1.0 
1 GENERAL 
1.1 Introduction 
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 world-
leading 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. 
 
1 General 
 
 
 
TPG-General.doc Page 1-2 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 
 
 
 
1 General 
 
 
 
TPG-General.doc Page 1-3 06.2003 
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 
 
 
3 Specification of Power and 
Reference Condition 
 
 
TPG-General.doc Page 2-1 06.2003 
Rev. 1.0 
2 DEFINITION OF APPLICATION GROUPS 
2.1 General 
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. 
 
3 Specification of Power and 
Reference Condition 
 
 
TPG-General.doc Page 2-2 06.2003 
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. diesel-
electric 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 
 
 
Back to Start of Chapter Back to Contents 
 
 
3 Specification of Power and 
Reference Condition 
 
 
TPG-General.doc Page 3-1 06.2003 
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. 
 
3 Specification of Power and 
Reference Condition 
 
 
TPG-General.doc Page 3-2 06.2003 
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) 
 
 
3 Specification of Power and 
Reference Condition 
 
 
TPG-General.doc Page 3-3 06.2003 
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. 
Standard Load Profile 
Application Group 
applied power 
in % of rated power operating time in % 
100 10 
80 50 
60 20 
1A 
(all engines except 4000 M60R) 
< 15 20 
100 20 
90 70 
1A 
for V4000M60R only 
< 15 10 
100 75 1B 
up to and incl. Series 4000 < 15 25 
100 3 
85 82 
1B 
above Series 4000 
< 15 15 
100 10 
70 70 1DS 
< 10 20 
Figure 3.3.1: Typical Standard Load Profiles 
If there is a significant difference between the actual and standard load profiles, MTU 
calculates the TBO on the basis of the load profile submitted by the customer. 
All MTU 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. 
 
3 Specification of Power and 
Reference Condition 
 
 
TPG-General.doc Page 3-4 06.2003 
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. 
Figure 3.4.1: TBO definition of MTU 
According to MTU, the TBO is defined to be the time span in which operation without 
major failure is ensured, i.e. it precludes wear-related damage requiring a major overhaul 
or engine replacement. 
This time span is theoretically reached, if a probability of wear-out failures exceeds 1% (so-
called B1 definition). This means that an MTU 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 
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. 
 
Fa
ilu
re
 ra
te
Operating time
TBO MTU Maintenance Echelon W6
Early failures1 Random failures Wearout failures
1 Probable start-up failures 
 
3 Specification of Power and 
Reference Condition 
 
 
TPG-General.doc Page 3-5 06.2003 
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. 
 
 
 
 
Back to Start of Chapter Back to Contents 
 
 
4 Fluids and Lubricants 
Specification 
 
 
TPG-General.doc Page 4-1 06.2003 
Rev. 1.0 
4 FLUIDS AND LUBRICANTS SPECIFICATION 
4.1 General 
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 
MGO/MDO according ISO 8217 
EN 590 
DM DMA DMB DMC 
Density at 15°C kg/m3 880-890 900 920 
Lower calorific value kJ/kg 
Figure 4.2.1: Fuel specification 
 
( under preparation ) 
 
 
 
Back to Start of Chapter Back to Contents 
 
 
5 Engine Performance Diagram 
 
 
 
TPG-General.doc Page 5-1 06.2003 
Rev. 1.0 
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. 
Figure 4.2.1: Structure of the performance diagram 
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 loading-
pressure and consequently an improvement of the engine operating values is 
obtained. 
 
 
Engine speed
[rpm]
Engine power 
[kW] 
Min. engine 
Speed (low idle) 
Nominal speed = 100%
Speed band of 
constant power 
Limit of MCR
Nominal power = 100%
Propeller curve 
= power demand (P ~ n³) 
Power surplus
(acceleration reserve)
I 
II 
II 
UMBL 
ATL switching border line 
 
5 Engine Performance Diagram 
 
 
 
TPG-General.doc Page 5-2 06.2003 
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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. 
 
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Figure 4.2.2: Engine performance diagram 
 
 
5 Engine Performance Diagram 
 
 
 
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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 
 
5 Engine Performance Diagram 
 
 
 
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Figure 4.2.5: Multihulls = catamarans, trimarans, 
Figure 4.2.6: Semi-planing boat hull = high speed monohull with low displacement 
Back to Start of Chapter Back to Contents 
 
 
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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 
 
 
Name 
 
Definition or Explanation 
 
SI Unit 
 ITTC 
B Fuel consumption m3/h 
D * Propeller diameter M 
Hu Lower heating value or lower 
caloric value 
Lower heating value of fuel 
(preferred value 42800 kJ/kg) 
kJ/kg 
PB * Brake power Power at output flange of the diesel engine, 
power delivered by primer mover. 
W 
PD * Delivered power or propeller 
power, propeller load 
Power at propeller flange. W 
PE * Effective power or resistance 
power 
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 
W 
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 
 N 
 
Diesel EngineGearbox
PSPD
PB
Propeller
 
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Symbol 
 
 
Name 
 
Definition or Explanation 
 
SI Unit 
be Specific fuel consumption within MTU often used as SFC 
( alternative dimension g/kWh) 
kg/kWh 
(g/kWh) 
f Electrical power supply 
frequency 
 Hz 
n Shaft speed, rate of revolution (diesel engine, gearbox, propulsor) 
alias rpm in several propulsor applications 
1/s 
(rpm) 
p Number of generator pole pairs --- 
v Ship speed (see remark 1) m/s 
(knot) 
 
ηD * Propulsive efficiency PE / PD --- 
ηGen Generator efficiency --- 
ηH * Hull efficiency --- 
ηm Mechanical efficiency PD / PB ,represents the losses between 
diesel engine and propeller flange. 
--- 
η0 * Propeller open water efficiency --- 
ηR * Relative rotative efficiency --- 
ρfuel Specific density of fuel (preferred value 830 kg/m
3) kg/m3 
 
 
Remark 1: 
While the SI-Unit of velocity is meter/second the traditional unit knots is widely used and 
this situation will not change in the near future. 
 
kn knot (1sm/h or 1852m/3600s = 0.5144 m/s) 
sm sea mile ( = 1852 m) (alias nm = nautical mile) 
 
 
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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: 
 
Type General Characteristics 
Fixed Pitch Propeller 
(FPP) 
 
Ease of manufactureSmall 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 
Controllable Pitch 
Propeller (CPP) 
 
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 
Waterjet 
 
Good directional control of thrust 
Increased mechanical complexity 
Avoids need for separate rudder 
Increased manoeuvrability 
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) 
 
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Type General Characteristics 
Rudderpropeller 
 
Good directional control of thrust 
Increased mechanical complexity 
Avoids need for rudder 
Increased manoeuvrability 
Can employ ducted or non ducted FPP or CPP types 
Low speed range (approx.<20 kn) 
Gearbox: not required for standard arrangements 
 
Cycloidal Propeller 
 
Good directional control of thrust 
Increased mechanical complexity 
Avoids need for rudder 
Increased manoeuvrability 
Low speed range (approx.<20 kn) 
Gearbox: not required for standard arrangements 
Twin-Propeller 
 
Good directional control of thrust 
Increased mechanical complexity 
Avoids need for rudder 
Increased manoeuvrability 
Propeller coupled mechanically 
Same direction of rotation 
Low speed range (approx.<24 kn) 
Gearbox: not required for standard arrangements 
Podded Propulsion 
 
Good directional control of thrust 
Avoids need for rudder 
Increased manoeuvrability 
Electric motor drives propeller 
Gearbox: not required 
 
 
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Type Typical Arrangements 
Fixed Pitch Propeller 
(FPP) 
 
 
Controllable Pitch 
Propeller (CPP) 
 
 
Waterjet 
 
 
Rudderpropeller 
 
 
Cycloidal Propeller 
 
 
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Type Typical Arrangements 
Twin-Propeller 
 
Podded Propulsion 
 
 
 
 
 
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Type Manoeuvring Characteristics 
Fixed Pitch Propeller 
(FPP) 
 
 
Power demand: fixed relation between ship speed and 
diesel engine power. Clear dependence 
on hull resistance. 
Ship speed: adjusting diesel engine speed. 
Astern: reversible gearbox. 
Control: not applicable. 
Gearbox: free standing, flange mounted, 
V-drive arrangement. 
Rudder: needed. 
 
Controllable Pitch 
Propeller (CPP) 
 
 
Power demand: every possible pitch has its own fixed 
relation to the effective power curve. 
Clear dependence on hull resistance. 
Ship speed: adjusting diesel engine speed or 
propeller pitch. 
Astern: reversible gearbox or fully reversible 
propeller. 
Control: hydraulic power pack arranged in shaft 
line or at the gearbox. 
Gearbox: free standing, flange mounted. 
Rudder: needed. 
 
Waterjet 
 
 
Power demand: fixed relation between shaft speed and 
diesel engine power. Small dependence 
on hull resistance. 
Ship speed: adjusting diesel engine speed. 
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. 
 
 
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Type Manoeuvring Characteristics 
Rudderpropeller 
 
 
Power demand: fixed relation between ship speed and 
diesel engine power. Clear dependence 
on hull resistance. 
Ship speed: adjusting diesel engine speed. 
Astern: turning the propeller pod. 
Control: hydraulic power pack for steering. 
Gearbox: standard. 
Rudder: no need. 
 
Cycloidal Propeller 
 
 
Power demand: every possible blade pitch has its own 
fixed relation to the effective power 
curve. Clear dependence on hull 
resistance. 
Ship speed: adjusting diesel engine speed or blade 
pitch. 
Astern: control of thrust direction via blade 
pitch. 
Control: hydraulic power pack. 
Gearbox: standard. 
Rudder: no need. 
 
Twin-Propeller 
 
 
Power demand: fixed relation between ship speed and 
diesel engine power. Clear dependence 
on hull resistance. 
Ship speed: adjusting diesel engine speed. 
Astern: turning the propeller pod. 
Control: hydraulic power pack for steering. 
Gearbox: standard. 
Rudder: no need. 
 
Podded Propulsion 
 
 
Power demand: full electric propulsion, fixed relation 
between ship speed and electric motor. 
Clear dependence on hull resistance. 
Ship speed: adjusting motor speed (electrical). 
Astern: turning the pod or reversing the motor. 
Control: hydraulic power pack for steering. 
Gearbox: no need. 
Rudder: no need. 
 
 
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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. 
 
 
B
D
m P
P
=η in (---) (E- 6.1.1) 
 
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 (<1%) can be neglected. If no gearbox 
is used, take an approximation of ηm = 0.99%. 
If the propeller shaft starts turning, the static friction has to be overcome (initial 
break-away torque) until lubrication has been established and dynamic friction only is in 
effect. 
 
 
 
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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. 
Figure 6.2.1: Scheme of propeller geometry (skew and rake) 
Every propeller needs a hub to fix the blades and to place the control mechanism (CPP) for 
the blades. This results in different hub sizes for a FPP and a CPP (propeller) and is a 
characteristic difference between these two types. The hub size of a CPP is 10 to 15% 
larger (related to the diameter). See the figures in the overview section (6.1.2) also. 
Another difference is the blade area ratio (A/A0). Blade area ratio is simply the blade area, 
a defined form of the blade outline projection, divided by the propeller disc area (A0). As a 
controllable pitch propeller is usuallyfully 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. 
 
Skew
Rake
Diameter
Hub
Rotation
 
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The expression (P/D) is the commonly used pitch ratio. Alternatively the pitch angle θ can 
be given. With 
R2D = and 
R
rx = (dimensionless radius) 
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. 








π
=Θ −
x
D
P
tanarc 1 
 
 
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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. 
Figure 6.2.2: Propeller clearance 
Rudder
a
D
b
Propeller Clearance
a ≥ 0.25D
b ≥ 0.20D
 
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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. 
 
 
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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 
 
 
 
 
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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 
 
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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. 
 
 
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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 generatednoise 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. 
 
 
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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: 
 
 vRP TE ⋅= 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). 
 
 
D
E
D P
P
=η in (---) (E- 6.3.2) 
 
ηD = propulsive efficiency 
PE = effective Power 
PD = delivered Power 
 
 
 
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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). 
 
RHOD 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). 
Figure 6.3.1: Influence of change in resistance on effective power curve (example) 
 
Ship Speed (v) 
E
ffe
ct
iv
e 
P
ow
er
 P
E 
ef fective pow er curve 
(in service)
ship speed difference
at const. Power (PE)
pow er difference at 
const. Speed (v)
effective pow er curve
(clean hull)
 
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 Effective Power Curve 
Propeller Design 
The result of the propeller design can be presented in a bunch of diagrams. 
 
 
Figure 6.3.2: From effective to delivered power curve (example) 
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. 
 
Ship Speed (v) 
E
ffe
ct
iv
e 
P
ow
er
 (
P
 E)
Ship Speed (v)
D
el
iv
er
ed
 P
ow
er
 (P
 D
)
Propeller Speed (n)
D
el
iv
er
ed
 P
ow
er
 (P
 D
)
As Required
A
s 
R
eq
ui
re
d 
user defined
 
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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. 
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. 
 
Propeller Speed (n)
D
el
iv
er
ed
 P
ow
er
 P
D
 
propeller curve 
(in service)
propeller curve
(clean hull)
pow er difference at const. 
Propeller Speed (n)
propeller speed difference
at const. Power (PD)
 
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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. 
 
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. 
 
Propeller Speed (n) 
D
el
iv
er
ed
 P
ow
er
 P
D
CPP (Controllable Pitch Propeller)
propeller curves = lines of constant pitch
constant ship speed
pitch increases
design pitch
 
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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. 
 
3
prop
design
3
P
designD
D nn
P
P ⋅







= 
PD = delivered power 
nprop = propeller speed 
fixed propeller geometry 
 
 
 
3
design
3
designB
B nn
P
P ⋅





= 
 
 
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. 
 
 
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Something to remember: Cubical propeller curve, why n3 ? 
 
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 proportionalto n3 (propeller speed) 
 
 
power is proportional to v3 (ship speed) 
 
23
53
2
3
2
Dc~P
or
Dn~P
:result The
VpP
2cp
Dn~V
:to leads This
Dnc
4DcAcV
⋅
⋅
⋅∆=
⋅ρ=∆
⋅
⋅⋅π=
⋅π⋅=⋅=
•
•
•
 
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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. 
 
 
mD
T
B
5144.0vRP
η⋅η
⋅⋅
= in (kW) (E- 6.3.4) 
or 
 
mD
E
B
PP
η⋅η
= in (kW) (E- 6.3.5) 
 
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. 
 
 
 
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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. 
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. 
60
70
80
90
100
110
120
80 85 90 95 100 105 110
Propeller rpm in ( % ) Rated Speed
B
ra
ke
 P
ow
er
 P
B 
in
 ( 
%
 ) 
R
at
ed
 P
ow
er
propeller curve
MCR curve 1
1
2
3
4
A
B
C
MCR curve 2
5
100% = rated pow er 
100% = rated speed
 
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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). 
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). 
0
20
40
60
80
100
120
20 30 40 50 60 70 80 90 100 110
Propeller rpm in ( % ) Rated Speed
B
ra
ke
 P
ow
er
 P
B 
in
 (%
) T
ot
al
 R
at
ed
 P
ow
er MCR curve 1
(2 diesel engines, one per shaft)
MCR curve 2
(single shaft)
1 diesel engine
1
2
single shaft
propeller curve
tw o shaft
propeller curve
fixed pitch 
propeller
100% = rated pow er 
100% t d d
fixed pitch propeller
100% = rated pow er 
100% = rated speed
 
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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. 
 
 
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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. 
Figure 6.4.3: Choosing a design point for a fixed pitch propeller 
MTU Procedure (wide lug-down range diesel characteristic): 
Point 2: Preferred/recommended design point for the propeller. 
The characteristic of a MTU diesel engine is the wide lug-down range above a certain 
speed (n) (fuel stop power). This range can be used as a design margin. In poor weather 
conditions or at increased hull resistance the propeller curve will move to the left. This 
means, at 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). 
 
70
80
90
100
110
120
80 85 90 95 100 105 110
Propeller rpm in ( % ) Rated Speed
B
ra
ke
 P
ow
er
 P
B 
in
 ( 
%
 ) 
R
at
ed
 P
ow
er
fixed pitch propeller
100% = rated pow er 
100% = rated speed
design 
margin
MCR curve 
propeller curvedesign 
margin
C
B
A
1
234
 
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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 decreaseslowly 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. 
 
 
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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. 
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. 
 
0
20
40
60
80
100
20 40 60 80 100
Propeller rpm in ( % ) Rated Speed
B
ra
ke
 P
ow
er
 P
B 
in
 ( 
%
 ) 
R
at
ed
 P
ow
er
controllable pitch propeller
100% = rated pow er 
100% = rated speed
propeller curves = lines of constant pitch
constant ship speed
MCR curve
pitch increases
design pitch
 
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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. 
60
70
80
90
100
110
80 85 90 95 100 105 110
Propeller rpm in ( % ) Rated Speed
B
ra
ke
 P
ow
er
 P
B 
in
 ( 
%
 ) 
R
at
ed
 P
ow
er propeller curve
(design pitch)
MCR curve
controllable pitch propeller
100% = rated pow er 
100% = rated speed
design point
 
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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. 
 
 
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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. 
Figure 6.4.6: Example: Single shaft operation with CPP 
 
0
20
40
60
80
100
120
20 30 40 50 60 70 80 90 100 110
Propeller rpm in ( % ) Rated Speed
B
ra
ke
 P
ow
er
 P
B 
in
 (%
) T
ot
al
 R
at
ed
 P
ow
er MCR curve 1
(2 diesel engines, one per shaft)
MCR curve 2
(single shaft)
1 diesel engine
1
2
single shaft
propeller curve
design pitch
tw o shaft
propeller curve
design pitch
CPP
100% = rated pow er 
100% = rated speed
3
single shaft
propeller curve
reduced pitch
 
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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. 
 
Figure 6.4.7: Example: Constant speed generator in operation with CPP 
 
 
0
20
40
60
80
100
40 60 80 100 120
Propeller rpm in ( % ) Rated Speed
B
ra
ke
 P
ow
er
 P
B 
in
 ( 
%
 ) 
R
at
ed
 P
ow
er
CPP
100% = rated pow er 
100% = rated speed
propeller curves = lines of constant pitch
constant ship speed
MCR curve
pitch increases
design pitch
Generator
 operating
 range
1
2
3
 
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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. 
 
 
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 
Nozzle Pump Inlet
Impeller
Stator
Height above
water line
V = Ship speed
Cross section Effective inlet
velocity
Inlet duct
Ship hull
Shaft
34
11 65
910
8
1
2
7
 
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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. 
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. 
0
20
40
60
80
100
120
30 50 70 90 110
Impeller Speed in ( % ) Rated Speed
B
ra
ke
 P
ow
er
 P
B 
in
 ( 
%
 ) 
R
at
ed
 P
ow
er
propeller curve
MCR curve 
12
design points
Waterjet
100% = rated pow er 
100% = rated speed
constant fuel consumption
 
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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. 
 
 
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For this reasons another diagram has to be used which shows more consideration to the 
behaviour of a waterjet (Figure 6.5.4). 
Figure 6.5.4: Waterjet performance diagram 
The figure shows the design propeller curve together with the waterjet performance 
diagram and instead of effective power the thrust is used. Because the ship speed (v) and 
the engine speed (n) of the diesel are not related to each other the performance diagram 
of the diesel engine 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 tosuck 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. 
 
0
20
40
60
80
100
120
140
0 20 40 60 80 100
Ship Speed in ( % ) Rated Speed
Th
ru
st
 in
 ( 
%
 ) 
R
at
ed
 T
hr
us
t
Waterjet
constant brake pow er
propeller curve
cavitation inception limit
fuel stop pow er
design point
 
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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. 
 
 
 
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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. 
Figure 6.5.5: Estimating the size of a waterjet (inlet duct diameter) 
Figure 6.5.6: Estimating the design impeller speed of a waterjet 
10
20
30
40
50
0 5000 10000 15000 20000
Brake Power in (kW)
S
hi
p 
S
pe
ed
 in
 (k
n)
0.5 1.0 1.2 1.4 m (size inlet duct)
2.0
2.4
0
200
400
600
800
1000
0,5 1,0 1,5 2,0 2,5
Inlet Duct in (m)
W
at
er
 J
et
 S
pe
ed
 in
 (m
in
-1
)
500 kW
Brake Pow er
 500 kW
 1000 kW
 2000 kW
 5000 kW
 10000 kW
 20000 kW
20000 kW
 
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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/m3). 
9 Gear ratio if a gearbox is used (for the relation between propeller shaft speed and 
diesel engine speed). 
10 Fuel consumption of the diesel generator set running 
with a defined percentage of the installed mechanical power (e.g. all sets at 33%). 
11 Usable volume of the fuel storage tank (e.g. 95%). 
12 Operating profile (e.g. cruising speed (v) or speed profile). 
 
It is obvious that an incomplete specification of these values can lead to calculation 
differences. 
 
 
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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. 
 
 
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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. 
 
 
6 Propulsion, Interaction Engine 
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TPG-General.doc Page 6-45 06.2003 
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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 
are often speed restrictions. 
Example: OPV: The shown tasks are at loitering 
speed (maybe embargo control), cruising 
speed (cruising in formation) and fast 
manoeuvring. 
Figure 6.6.1: Examples of operating profiles (freighter, fast ferry, OPV) 
 
0
20
40
60
80
100
Time in (%) Operating Time 
Sp
ee
d 
in
 (%
) R
at
ed
 S
pe
ed
Fast Ferry
0 20 40 60 80 100
0
20
40
60
80
100
Time in (%) Operating Time 
Sp
ee
d 
in
 (%
) R
at
ed
 S
pe
ed
Offshore Patrol Vessel
0 20 40 60 80 100
0
20
40
60
80
100
Time in (%) Operating Time 
Sp
ee
d 
in
 (%
) R
at
ed
 S
pe
ed
Freighter
0 20 40 60 80 100
 
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TPG-General.doc Page 6-46 06.2003 
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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 
are often speed restrictions. 
Example: OPV: The shown tasks are at loitering 
speed (maybe embargo control), cruising 
speed (cruising in formation) and fast 
manoeuvring. 
Figure 6.6.2: Examples of operating profiles (freighter, fast ferry, OPV) 
 
0
20
40
60
0 - 25 25 - 50 50 - 70 70 - 85 85 - 100
Speed Range in (%) Rated Speed
Ti
m
e 
in
 (%
) O
pe
ra
tin
g 
Ti
m
e 
Fast Ferry 
0
20
40
60
0 - 25 25 - 40 40 - 70 70 - 85 85 - 95 >95
Speed Range in (%) Rated Speed
Ti
m
e 
in
 (%
) O
pe
ra
tin
g 
Ti
m
e 
Offshore Patrol Vessel
0
20
40
60
80
100
10 5 10 75
Time in (%) Operating Time 
Sp
ee
d 
in
 (%
) R
at
ed
 S
pe
ed
Freighter
 
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The owner should specify the operating profile, the operatinghours 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 
 
On the basis of such a operating profile the available TBO for the chosen diesel engine 
rating can be calculated. 
 
0
20
40
60
80
100
Time in (%) Operating Time 
Br
ak
e 
Po
w
er
 in
 (%
)
0 20 40 60 80 100
 
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TPG-General.doc Page 6-48 06.2003 
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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
20
40
60
80
100
Time in (%) Operating Time 
Br
ak
e 
Po
w
er
 in
 (%
)
 0 20 40 60 80 100
 
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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. 
 
 
fuel
eB bPB
ρ
⋅
= in (m3/h) (E- 6.6.1) 
 
be = specific fuel consumption (kg/kWh) 
B = fuel consumption (m3/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%). 
 
 auxiliarygensetspropulsion BBBB ++= in (m
3/h) (E- 6.6.2) 
 
B = fuel consumption (m3/h) 
 
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. 
 
 
( )
fuel
neB1eB
100
tbP.......tbP
B nn11
ρ⋅
⋅⋅++⋅⋅
= in (m3/h) (E- 6.6.3) 
 
be = specific fuel consumption (kg/kWh) 
t1 = first period of time in a operating profile (%) 
tn = last period of time in a operating profile (%) 
B = fuel consumption (m3/h) 
PB = diesel engine brake power (kW) 
ρfuel = fuel density (kg/m3) 
 
 
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6.6.4 Cruising Range 
To calculate the theoretical cruising range for a given fuel volume the following equation 
can be used. 
 
 
B
vVs crfuelcr
⋅
= in (sm) (E- 6.6.4) 
 
scr = theoretical cruising range (sm) 
vcr = constant cruising speed (kn) 
B = entire fuel consumption (m3/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. 
 
 
cr
cr
cr v
st = in (h) (E- 6.6.5) 
 
scr = theoretical cruising range (sm) 
tcr = theoretical cruising time (h) 
vcr = constant cruising speed (kn) 
 
 auxiliarygensetspropulsion BBBB ++= in (m
3/h) (E- 6.6.6) 
 
B = entire fuel consumption at vcr (m
3/h) 
 
 crfuel tBV ⋅= in (m
3) (E- 6.6.7) 
 
tcr = theoretical cruising time (h) 
B = entire fuel consumption (m3/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%. 
 
 
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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. 
 
 
neB1eB
fuelfuel
end tbP.......tbP
V100t
nn11
⋅⋅++⋅⋅
ρ⋅⋅
= in (h) (E- 6.6.8) 
 
be = specific fuel consumption (kg/kWh) 
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 (%) 
PB = diesel engine brake power (kW) 
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. 
 
 
6 Propulsion, Interaction Engine 
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TPG-General.doc Page 6-52 06.2003 
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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 
 
Call for 
 
 
Exemplary Data 
 
1 Status of the ship 
 
new ship, clean hull, full load 
2 Weather condition and sea state 
 
wind Beaufort 2-3, sea state 0-1, no current 
(trial condition) 
3 Ambient condition 
 
Intake air = 45°C, Raw water = 32°C 
4 Speed (v) – brake power (PB) data of the 
ship for the chosen displacement, weather 
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. 
 
In tabulated form: 
Ship Speed (v) 
(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). 
0
200
400
600
800
1000
1200
1400
6 10 14 18 22 26 30
Ship Speed in (kn)
Br
ak
e 
Po
w
er
 P
B
 p
er
 S
hi
p 
in
 (k
W
)
50
150
250
350
450
550
650
750
Pr
op
el
le
r S
ha
ft 
Sp
ee
d 
in
 (r
pm
)
Shaft Speed
Brake Pow er
Design Point:
 PB...: 990 (kW)
 v.....: 27.5 (kn)
⇑
⇒
⇐
 
6 Propulsion, Interaction Engine 
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TPG-General.doc Page 6-53 06.2003 
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S 
t 
e 
p 
 
Call for 
 
 
Exemplary Data 
 
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 
 
 
Power reduction: 
subtract 1.5% for ambient condition 
Specific fuel consumption: 
add 1.5% for ambient condition and 5% for tolerance 
7 Lower heating value of fuel 
 
Hu = 42800 kJ/kg 
8 Fuel density 
 
ρfuel= 830 kg/m
3 
9 Gearbox ratio 
 
i = 3.473 = ndiesel / npropeller (e.g. ZF 1960) 
10Fuel consumption of the diesel generator 
sets (one genset running at 50% power) 
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) 
11 Usable volume of the fuel storage tank 
 
95% 
12 Operating profile Fuel Tank capacity: 5 m3 
No user defined service time. 
=>Estimated annual usage: 500h 
=>MTU load profile (1DS) will be used. 
Ship Speed (v) 
(kn) 
Time Period (t) 
(%) 
10 20 
24 70 
27.5 10 
 
 
I II
218
500 2400800 1000 1200 1400 1600 1800 2000 2200
0
1100
kW
100
200
300
400
500
600
700
800
900
1000
 198
 202
 206
 210
 220
 240
 280
 202
 206
 206
 210
 210
 220
 240
 280
 
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The following examples show some applications on fuel consumption calculation: 
6.6.6.2 Fuel consumption at design condition 
6.6.6.3 Fuel tank volume for a range of 500sm at 18kn 
6.6.6.4 Theoretical cruising range at 12kn and a fuel tank volume of 5m3 
6.6.6.5 Annual fuel consumption for an operating profile 
6.6.6.6 Correcting the lower heating value 
 
6.6.6.2 Fuel consumption at design condition 
Main diesel engine: Use equation (E- 6.6.1) 
PB = 990 kW (table 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) 
 
277.0
830
224.0990Bpropulsion =
⋅
= (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 (table row step 10) 
(value includes tolerance and ambient condition) 
ρfuel = 830 kg/m
3 (table row step 8) 
 
0361.0
830
225.0133Bgenset =
⋅
= (m
3/h) per genset diesel engine 
 
The overall fuel consumption (main diesel engine and 1 genset): 
Use equation (E- 6.6.2) 
 
313.00361.01277.01B =⋅+⋅= (m3/h) 
 
 
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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). 
 
101.0
830
215.0390Bpropulsion =
⋅
= (m
3/h) per main diesel engine 
 
0361.0Bgenset = (m
3/h) per genset diesel engine 
 
The overall fuel consumption (main diesel engine and 1 genset): 
Use equation (E- 6.6.2) 
 
137.00361.01101.01B =⋅+⋅= (m3/h) 
 
Theoretical cruising time: Use equation (E- 6.6.5) 
 
8.27
18
500tcr == (h) 
 
Fuel volume for the cruising range: Use equation (E- 6.6.7) 
 
8.38.27137.0Vfuel =⋅= (m
3) 
 
Required fuel tank volume: 
 
0.4
95.0
8.3V ktan == (m
3) (table row step 11) 
 
 
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6.6.6.4 Theoretical cruising range at 12kn and fuel tank volume of 5m3 
 
Vtank = 5 m
3 
Vfuel = Vtank ⋅ 0.95 = 4.75 m3 (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). 
 
039.0
830
222.0145Bpropulsion =
⋅
= (m
3/h) per main diesel engine 
 
0361.0Bgenset = (m
3/h) per genset diesel engine 
 
The overall fuel consumption (main diesel engine and 1 genset): 
Use equation (E- 6.6.2) 
 
075.00361.01039.01B =⋅+⋅= (m3/h) 
 
Theoretical cruising range: Use equation (E- 6.6.4) 
 
760
075.0
1275.4scr =
⋅
= (sm) 
 
 
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6.6.6.5 Annual fuel consumption for an operating profile 
Operating profile: (table row step 12) 
Ship Speed (v) 
(kn) 
Time Period (t) 
(%) 
10 20 
24 70 
27.5 10 
 
Data per ship: (table row step 4 and 9) 
Ship Speed (v) 
(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) 
Ship Speed (v) 
(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 
 
 
 
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Fuel consumption: Use equation (E- 6.6.3) 
 
 ( )
fuel
neB1eB
100
tbP.......tbP
B nn11
ρ⋅
⋅⋅++⋅⋅
= in (m
3/h) 
 
Ship Speed (v) 
(kn) 
Ship Brake 
Power PB (kW) 
be 
(kg/kWh) 
Time Period (t) 
(%) 
B 
(m3/h) 
10 85 0.234 20 0.0048 
24 690 0.216 70 0.1257 
27.5 990 0.232 10 0.0277 
 Sum 0.1582 
 
The overall fuel consumption (main diesel engine and 1 genset): 
Use equation (E- 6.6.2) 
 
1943.00361.011582.01B =⋅+⋅= (m3/h) 
 
 
The annual fuel consumption based on an estimated usage of 500 h: 
Use equation (E- 6.6.7) 
 
2.975001943.0Vfuel =⋅= (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: 
 
 
given,u
required,u
given,erequired,e H
H
bb = in (kg/kWh) 
 
 
 
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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): 
 
p
60fn ⋅= in (rpm) (E- 6.7.1) 
 
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 
 
1800
4
6060n =⋅= (rpm) 
 
Diesel Engine Brake Power (PB): 
 
Gen
cospP
BP η
ϕ⋅
= in (kW) (E- 6.7.2) 
 
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) 
 
 ϕ⋅= cossPpP in (kW) (E- 6.7.3) 
 
Pp = generator active power in kW 
PS = generator apparent power in kVA 
cos ϕ = generator power factor (e.g. 0.8) 
 
Gen
pP
BP η
= 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) 
 
 
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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: 
941
85.02
1600
xz
PP SBPp =⋅
=
⋅
= (kW) 
Necessary diesel engine power per genset: Use Equation (E- 6.7.4) 
η= 0,94 
1001
94.0
941PP pB ==η
= (kW) 
Generator apparent power: Use Equation (E- 6.7.2) 
1176
8.0
94.01001
cos
PP BS =
⋅
=
ϕ
η⋅
= (kVA) 
 
 
Back to Start of Chapter Back to Contents 
 
 
7 Application and Installation 
Guidelines 
 
 
TPG-General.doc Page 7-1 06.2003 
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7 APPLICATION AND INSTALLATION GUIDELINES 
During the arrangement of the engines in the engine room specific distance between the 
engines or tothe 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 
 
( under preparation ) 
 
7 Application and Installation 
Guidelines 
 
 
TPG-General.doc Page 7-2 06.2003 
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. 
 
7 Application and Installation 
Guidelines 
 
 
TPG-General.doc Page 7-3 06.2003 
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• 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 
 
7 Application and Installation 
Guidelines 
 
 
TPG-General.doc Page 7-4 06.2003 
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The points of relevance as regards this arrangement are as follows: 
• An arrangement with engine and free-standing gearbox is preferable when a flange-
mounted 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. 
 
 
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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. 
 
 
7 Application and Installation 
Guidelines 
 
 
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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 
 
 
 
7 Application and Installation 
Guidelines 
 
 
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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 
 
 
 
 
7 Application and Installation 
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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. 
 
 
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• 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 ensureadequate 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. 
 
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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 
 
 
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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 
 
 
 
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7.4.3 Exhaust System 
7.4.3.1 Arrangements, support and connection for pipe and silencer 
 
 
 
 
 
 
 
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7.4.3.2 Underwater discharge (with exhaust flap) 
 
 
 
 
 
 
 
 
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7.4.3.3 Water-cooled exhaust system 
 
 
 
 
 
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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. 
 
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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 
2 Lube oil heat exchanger 
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. 
 
 
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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, 13 Sea water filter, shipyard supply 
 not standard scope of 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 
 
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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. 
 
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7.4.5.1 General notes 
• 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 immediatelyin 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. 
 
7.4.5.2 Design data 
Compliance with the limits defined for the system interface is essential in order to ensure 
compliance with the limits for 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. 
 
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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) 
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 
• 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). 
0
10
20
30
40
50
60
70
25 30 35 40 45 50 55 60 65 70
Max. fuel inlet temperature T in °C
Ev
al
ua
tio
n 
va
lu
e 
W
.
( ) 3returnBe
ktan mw
1.2VPb04.0tV ⋅+⋅⋅⋅=
 
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TPG-General.doc Page 7-21 06.2003 
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• 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. 
 
 
( under preparation ) 
 
 
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7.4.6 Lube Oil System 
 
Figure 7.4.7: Lube oil system 
 
1 Lube oil pump 
2 Lube oil heat exchanger 
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 
10 Flexible connecting element 
 
 
 
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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 106 to 3 x 106 Pa 
(10 to 30 bar) 
• air-in-cylinder, operating pressure range from 2 x 106 to 4 x 106 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. 
 
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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 asclose 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 106 to 1 x 106 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). 
 
 
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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. 
 
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Figure 7.4.9: Starting system with air-in-cylinder starting 
 
1 Starting air distributor 
2 Starting valve 
3 Starting air receiver ② 
4 Flexible connecting element 
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. 
 
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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 = Volume of compressed air tank in m3 
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. 
 
3n1n m
p
pVsV
∆
××
=
 
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7.4.8 Electric Power Supply 
 
 
Figure 7.4.10: Electric power supply 
 
( under preparation ) 
 
 
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7.5 Safety System 
 
( under preparation ) 
 
 
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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) 
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 
Limitation of NOx-Emission
0
2
4
6
8
10
12
14
16
18
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Engine rates speed in min-1
N
O
x i
n 
g/
kW
h
 
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The test procedure and measurement methods shall be in accordance with the NOx 
Technical Code, taking into consideration the Test Cycles and Weighting Factors: 
 
Speed (%) 100 100 100 100 
Power (%) 100 75 50 25 Test cycle type E2 
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) 
 
Speed (%) 100 91 80 63 
Power (%) 100 75 50 25 Test cycle type E3 
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 
 
 
Speed (%) 100 100 100 100 100 
Power (%) 100 75 50 25 10 Test cycle type D2 
Weighting Factor 0.05 0.25 0.3 0.3 0.1 
Figure 7.6.4: Test cycle for “Constant Speed Auxiliary Engine” application 
 
 
Speed Rated Intermediate Idle 
Torque (%) 100 75 50 10 100 75 50 0 Test cycle type C1 
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 
 
 
( under preparation ) 
 
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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 inthe 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. 
 
 
 
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Figure 7.6.6: Engine surface noise analysis (example) 
 
 
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7.6.2.2 Exhaust gas noise level 
Figure 7.6.7: Undamped exhaust gas noise analysis (example) 
 
 
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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. 
Technical Features: 
- 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 
 
 
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Typical Arrangement 
Engine with flange-mounted gearbox 
 
1 Engine 
2 Gearbox 
3 Ship foundation 
4 Resilient elements, standard or special 
single resilient mounting system, with 
or without shock requirements 
 
Engine with free-standing gearbox 
1 Engine 
2 Gearbox 
3 Ship foundation 
4 Resilient elements, standard or special 
single resilient mounting system, with 
or without shock requirements 
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) 
Engine with flange-mounted generator 
 
1 Engine 
2 Generator 
3 Ship foundation 
4 Resilient elements, standard or special 
single resilient mounting system, with 
or without shock requirements 
12
3 4
3 4
2
5
1 6
12
3 4
 
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Typical Arrangement 
Engine with free-standing generator 
 
1 Engine 
2 Generator 
3 Ship foundation 
4 Resilient elements, standard or special 
single resilient mounting system, with 
or without shock requirements 
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) 
 
Figure 7.6.8: Single resilient mounting system with shock 
 
Standard double resilient mounting system: 
(Option 2) 
Double resilient mounting system improves the acoustic behaviour for ASW ships, 
comfortable pleasure crafts and casino ships. 
Technical Features: 
- Higher acoustic demands, shock requirements according to 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 
 
3 4
2
5
1 6
 
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Double resilient mounting system for low noise: 
(Option 3) 
Double resilient mounting system to achieve low noise levels onboard of yachts, passenger 
vessels and most naval applications. 
Technical Features: 
- High acoustic demands, shock requirements according to BV 043/85; 
STANAG 4142 
- Double resilient mounting system consist of: 
 Rubber elements shock proved, with shock buffers 
 Polymeric concrete/steel base frame with 50% of engine weight as 
intermediate mass 
- Resilient coupling system for torsional vibration and increased shock and 
structure-borne noise attenuation 
- 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. 
Technical Features: 
- Extreme acoustic demands, shock requirements according to BV 043/85; 
STANAG 4142 
- Double resilient mounting system consisting of: 
 Rubber elements shock proved, with shock buffers 
 Polymeric concrete/steel combination base frame with 70% of engine 
weight as intermediate mass 
 Double stage steel springs with silicon damping filling 
- Resilient coupling system for torsional vibration and increased shock and 
structure-borne noise attenuation 
- Noise enclosure 
 
7 Application and Installation 
Guidelines 
 
 
TPG-General.doc Page 7-39 06.2003 
Rev. 1.0 
 
Typical Arrangement 
Engine with free-standing gearbox 
1 Engine 
2 Gearbox 
3 Ship foundation 
4 Resilient elements, double resilient 
mounting system, with shock 
requirements 
5 Resilient coupling system for torsional 
vibration and increased shock and 
structure-borne noise attenuation 
6 Noise enclosure 
7 Intermediate mass 
 
Engine with free-standing generator 
1 Engine 
2 Generator 
3 Ship foundation 
4 Resilient elements, double resilient 
mounting system, with shock 
requirements 
5 Coupling system for torsional vibration, 
misalignment and increased shock 
attenuation 
6 Noise enclosure 
7 Intermediate mass 
 
Figure 7.6.9: Double resilient mounting system for extreme acoustic requirements 
 
743
2
5
1 6
3 7 4
2
5
1 6
 
7 Application and Installation 
Guidelines 
 
 
TPG-General.doc Page 7-40 06.2003 
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Figure 7.6.10: Examples for different “Quiet Systems”, structure-borne noise levels 
below the resilient mountings (e.g. diesel engine 20V 1163) 
 
 
0
10
20
30
40
50
60
70
80
90
31,5 63 125 250 500 1000 2000 4000 8000
Frequency in Hz
Lv
 in
 d
B
 re
 5
x1
0 
-8
 m
/s
Standard
Option 1
Option 2
Option 3
Option 4
 
7 Application and Installation 
Guidelines 
 
 
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Figure 7.6.11: Structure borne noise analysis at engine feet, above rubber mounts 
(example) 
 
7 Application and Installation 
Guidelines 
 
 
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7.7 Mounting and Foundation 
 
 
 
7 Application and Installation 
Guidelines 
 
 
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7.8 Acoustic Enclosure/Acoustic Case 
 
 
 
 
 
 
7 Application and Installation 
Guidelines 
 
 
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7.9 Mechanical Power Transmission 
There are differentpossibilities 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. 
Figure 7.9.1: Combined diesel engine and diesel engine 
Figure 7.9.2: Combined diesel engine and diesel engine with separate gear 
compartment 
1 Controllable pitch propeller (CPP) 
2 Diesel engine 
3 Gearbox 
1
1
2
2
3
3
2
2
1
1
2
2
3
3
2
2
 
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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. 
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 . 
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 
1
1
2
2
3
3
4
4
1
1
2
2
3
3
43
 
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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 
 
 
7 Application and Installation 
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7.10 Auxiliary Power Take-Off 
 
 
 
Figure 7.10.1: Power take-off (PTO), gear driven 
 
 
 
 
7 Application and Installation 
Guidelines 
 
 
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7.11 Example Documents 
 
 
 
Back to Start of Chapter Back to Contents 
 
 
8 Standard Acceptance Test 
 
 
 
TPG-General.doc Page 8-1 06.2003 
Rev. 1.0 
8 STANDARD ACCEPTANCE TEST 
8.1 Factory 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. 
 
 
8 Standard Acceptance Test 
 
 
 
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8.3 Example Documents 
 
 
 
Back to Start of Chapter Back to Contents 
 
 
9 Control, Monitoring and Data 
Acquisition (LOP) 
 
 
TPG-General.doc Page 9-1 06.2003 
Rev. 1.0 
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 
 
 
9 Control, Monitoring and Data 
Acquisition (LOP) 
 
 
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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 elementsfor 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. 
 
 
9 Control, Monitoring and Data 
Acquisition (LOP) 
 
 
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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 
 
9 Control, Monitoring and Data 
Acquisition (LOP) 
 
 
TPG-General.doc Page 9-4 06.2003 
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 
 
 
Back to Start of Chapter Back to Contents 
 
 
11 Assembling Instructions (Lifting, 
Transportation) 
 
 
TPG-General.doc Page 10-1 06.2003 
Rev. 1.0 
10 MAINTENANCE CONCEPT / MAINTENANCE SCHEDULE 
10.1 Reason for Information 
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). 
 
 
11 Assembling Instructions (Lifting, 
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10.3.2 Maintenance Schedule Matrix 
The maintenance schedule matrix provides an overview of the minimum scope of 
maintenance tasks. 
 En
gi
ne
 o
il 
En
gi
ne
 o
pe
ra
tio
n 
En
gi
ne
 o
il 
fil
te
r 
C
en
tr
ifu
ga
l o
il 
fil
te
r 
Fu
el
 d
up
le
x 
fil
te
r 
Va
lv
e 
ge
ar
 
Ai
r 
fil
te
r 
Fu
el
 in
je
ct
or
s 
Fu
el
 in
je
ct
io
n 
pu
m
ps
 
C
om
bu
st
io
n 
ch
am
be
rs
 
Be
lt 
dr
iv
e 
C
om
po
ne
nt
 m
ai
nt
en
an
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Ex
te
nd
ed
 c
om
po
ne
nt
 m
ai
nt
en
an
ce
 
Maint. Level W1 W1 W2 W2 W3 W3 W4 W4 W4 W4 W4 W5 W6 
Time limit, 
 
- - 2 - 2 - 3 - - - 2 18 18 
Operating 
ho rs 
 
Daily X X 
500 X X X 
1000 X X X 
1500 X X X 
2000 X X X X X 
2500 X X X 
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. 
 
11 Assembling Instructions (Lifting, 
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- 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 re-
commenced at the beginning of the matrix. If required (on request) a maintenance 
schedule with an extended matrix can be provided. 
10.3.3 Task List 
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. 
 
11 Assembling Instructions (Lifting, 
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Maint. 
Level 
Interval 
(hours/years) Item Maintenance tasks 
W5 4000/18 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. 
Figure 10.3.2: Example task list 
 
- 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 operationalexperience 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. 
Back to Start of Chapter Back to Contents 
 
 
11 Assembling Instructions (Lifting, 
Transportation) 
 
 
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11 ASSEMBLING INSTRUCTIONS (LIFTING, TRANSPORTATION) 
 
 
 
Back to Start of Chapter Back to Contents 
 
 
12 Transportation, Storage, 
Starting 
 
 
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12 TRANSPORTATION, STORAGE, STARTING 
 
 
 
Back to Start of Chapter Back to Contents 
 
 
13 Pilot Installation Description 
(PID) 
 
 
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13 PILOT INSTALLATION DESCRIPTION (PID) 
 
 
 
 
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